HSC Rules July 2016

Rules and Regulations for
the Construction and Classification of

High Speed Crafts and Light Crafts
July 2016
Rules and Regulations for the Construction and Classification of High Speed Crafts and Light Crafts -
2016
General Information
This consolidated version of the 'Rules and Regulations for the Construction and
Classification of High Speed Crafts and Light Crafts' (July, 2016) supersedes the
July, 2015 edition of the Rules and includes amendments published in the Rule
Change Notice No.1 of January, 2016.
A summary of additions and amendments incorporated in this consolidated

version (further to amendments in Rule Change Notice No.1 of January, 2016)
are indicated in Table No.1.
Indian Register of Shipping

RULES AND REGULATIONS FOR THE CONSTRUCTION AND CLASSIFICATION
OF HIGH SPEED CRAFTS AND LIGHT CRAFTS, JULY 2016
TABLE 1 AMENDMENTS INCORPORATED IN THIS EDITION

These amendments will come into force as indicated in the Table
Section / Subject / Amendment

Clause
Chapter 1 : General
The amendments are effective from 1 July 2016

1/1.11 The term surveys is changed to appropriate term inspections. Requirement of
verification of performance of service providers is added.
3/3.8, 3.10, 3.11, Updated in accordance with the existing requirements given in Rules for Construction
3.12, 3.13, 3.16, and Classification of Steel Ships (Main Rules) .
3.18, 4/4.1
Regime of application of HSC & LC Rules (See Chapter 1)
Fast vessels
NO
V 7.16 1/6 ?
YES
Passenger Vsls Non-Passenger Non- IMO Vsls

Class Notation ( Cargo vessels ) Class Notation HSLC
HSC
GT 500 & GT < 500

t < 8 Hrs YES
Class Notation HSLC V 4.8 1/6 ?
Class Notation
HSC
NO
Class Notations as
Class Notation LC per MAIN RULES
Contents
Rules and Regulations for the Construction and Classification of

High Speed Crafts and Light Crafts
Chapter 1 General
Chapter 2 Periodical Surveys
Chapter 3 Materials of Construction
Chapter 4 Design Loads
Chapter 5 Stability, Subdivision, Watertight and

Weathertight Integrity
Chapter 6 Structures: Steel and Aluminium
Chapter 7 General Hull Requirements for Fibre

Composite and Sandwich Constructions
Chapter 8 Hull Appendages, Rudders and Steering

Arrangement
Chapter 9 Anchoring and Mooring Equipment
Chapter 10 Fire Safety
Chapter 11 Piping Systems
Chapter 12 Main and Auxiliary Machinery
Chapter 13 Electrical Installations
Chapter 14 Remote Control and Safety Systems

Annexure 1 Preamble of the HSC Code
Annexure 2 Use of Probability Concept

(Annex 3 of HSC Code)
Annexure 3 Procedures for Failure Mode and Effects

Analysis (Annex 4 of HSC Code)
Annexure 4 Stability of Hydrofoil Craft

Annexure 5 Stability of Multi-Hull Craft

Annexure 6 Stability of Monohull Craft

Annexure 7 Definitions, Requirements and Compliance

Criteria Related to Operational and Safety
Performance (Annex 9 of HSC Code)
Annexure 8 Factors to be considered in Determining Craft

Operating Limitations (Annex 12 of HSC Code)
Rules and Regulations for the Construction and Classification of High Speed Crafts and Light Crafts - 2016
Page 1 of 16
Contents
Chapter 1
General
Section 1 : General Information

3.7 Class notations Machinery
1.1 Indian Register of Shipping
3.8 Materials, components, equipment and
1.2 Fees machinery
1.3 Technical committee 3.9 Request for surveys
1.4 Survey reports 3.10 Repairs
1.5 Register of Ships 3.11 Alterations
1.6 Liability 3.12 Date of contract for construction
1.7 Audits and assessments by external 3.13 Date of build

organizations
3.14 Appeal from Surveyors recommendations
1.8 Access of Surveyor to crafts, shipyards or works
3.15 Certificates
1.9 Compliance with statutory requirements
3.16 Suspension, withdrawal and deletion of class
1.10 Responding to Port State Control
3.17 Reclassification of crafts
1.11 Requirements for service suppliers
3.18 Transparency of classification and statutory
Section 2 : Application and Definitions information
2.1 Application Section 4 : Classification of Crafts Built under

the Survey of Indian Register of Shipping
2.2 Definitions
4.1 Classification of new construction
Section 3 : Classification Regulations
4.2 Scope
3.1 General
Section 5 : Classification of Crafts not Built
3.2 Application of rules under the Survey of Indian Register of Shipping
3.3 Scope of classification 5.1 General procedure for classification of crafts not
built under survey of IRS
3.4 Interpretation of the Rules
5.2 Plans and data to be furnished as required in
3.5 Character of classification 5.1.1
3.6 Class notations Hull

Page 2 of 16 Contents
Chapter 2
Periodical Surveys
Section 1 : General Requirements 5.3 Examination and testing, general requirement for
all crafts
1.1 General
5.4 Examination and testing Additional items for
1.2 Definitions steel craft
1.3 Survey preplanning and record keeping 5.5 Thickness measurement for steel craft
1.4 Laid up vessels 5.6 Examination and testing Additional items for
aluminium alloy craft
1.5 Reactivation survey
5.7 Examination and testing Additional items for
1.6 Surveys by Chief Engineers composite craft
1.7 Surveys for damage Section 6 : Special Surveys Machinery
1.8 Repairs 6.1 General
1.9 Alterations 6.2 Continuous survey of machinery (CSM)
1.10 Unscheduled surveys 6.3 Survey requirements: Auxiliary engines
1.11 Provisions for hull surveys 6.4 Survey requirements: Air compressors, receivers
and starting air pipes
Section 2 : Annual Surveys
6.5 Survey requirements: Propulsion system
2.1 General
6.6 Survey requirements: Independent fuel tanks
2.2 Survey requirements for all vessels
6.7 Survey requirements: Pumps, heat exchangers,
2.3 Additional requirements for vessel with class forced draught fans, etc.
notation HSC
6.8 Survey requirements: Pumping and piping
Section 3 : Intermediate Surveys system
3.1 General 6.9 Survey requirements: Reduction gears, flexible

couplings and clutch arrangements
3.2 Survey requirements for all vessels
6.10 Survey requirements: Securing arrangements
Section 4 : Docking Surveys
6.11 Survey requirements: Shafting
4.1 General
6.12 Survey requirements: Sea connections
4.2 In-water surveys
6.13 Survey requirements: Windlass and steering
Section 5 : Special Surveys Hull machinery
5.1 General 6.14 Survey requirements: Internal combustion

engines for propulsion
5.2 Preparation for survey
Page 3 of 16
6.15 Survey requirements: Gas turbines and free Section 8 : Planned Maintenance System
piston gas generators for propulsion
8.1 General
6.16 Survey requirements: Unattended machinery
spaces/remote control systems 8.2 Machinery acceptable for survey by Chief
Engineers under Planned Maintenance System
6.17 Electrical equipment survey requirements
8.3 Machinery not acceptable for survey by Chief
Section 7 : Surveys of Propeller Shafts Tube Engineers
Shafts and Propellers
8.4 System administration
7.1 General
8.5 System implementation
7.2 Scope of survey
8.6 System surveys
7.3 Modified Survey
8.7 Damage and repairs
7.4 Partial survey
8.8 Guidelines for machinery items surveyed on the
7.5 Tailshaft Condition Monitoring (TCM) basis of condition monitoring
Chapter 3
Materials of Construction
Section : General
3.2 Material factor k for aluminium alloys
1.1 Scope
Section 4 : Glass Reinforced Plastic Materials
Section 2 : Structural Steel
4.1 General
2.1 Manufacture, inspection and testing
4.2 Procedure for approval of base materials
2.2 Material factor k for steel
4.3 Glass fibre reinforcements
2.3 Grades of steel
4.4 Polyester resins
Section 3 : Structural Aluminium Alloy
4.5 Sandwich core materials
3.1 Manufacture, inspection and testing

Chapter 4
Design Loads
Section 1 : General, Definitions, Documentation 3.2 Slamming pressure on bottom
1.1 Scope and application 3.3 Forebody side and bow impact pressure
1.2 Definitions 3.4 Impact pressure on flat cross deck
1.3 Structural terms 3.5 Sea pressure
1.4 Documentation 3.6 Loads on bulkheads
Section 2 : Design Accelerations 3.7 Pressure due to dry cargo, stores and equipment
2.1 Vertical acceleration Section 4 : Global Loads
Section 3 : Local Loads 4.1 Longitudinal hull girder bending and shear loads
3.1 General 4.2 Twin hull loads
Chapter 5
Stability, Subdivision, Watertight and Weathertight Integrity
Section 1 : General, Definitions, Documentation 2.7 Inclining and stability information
1.1 Scope 2.8 Loading and stability assessment
1.2 Definitions 2.9 Damage control plan
1.3 Documentation 2.10 Marking and recording of the design waterline
Section 2 : General Stability Requirements Section 3 : Requirements for Stability of

Passenger Craft
2.1 General
3.1 General
2.2 Buoyant spaces
3.2 Intact stability in the displacement mode
2.3 Intact stability in the displacement mode
3.3 Intact stability in the non-displacement mode
2.4 Intact stability in the non-displacement mode
3.4 Buoyancy and stability in the displacement mode
2.5 Intact stability in the transient mode following damage
2.6 Buoyancy and stability in the displacement mode 3.5 Inclining and stability information
following damage

Page 5 of 16
Section 4 : Requirements for Stability of Cargo 5.8 Scuppers, inlets and discharges
Craft
5.9 Air pipes
4.1 Buoyancy and stability in the displacement mode
following damage 5.10 Freeing ports
4.2 Inclining Section 6 : Subdivision and Arrangement
Section 5 : Watertight and Weathertight 6.1 Applicability

Integrity
6.2 Transverse bulkheads for craft with LC or
5.1 Openings in watertight divisions HSLC notation
5.2 Inner bow doors 6.3 Openings in watertight divisions and closing
appliances for craft with LC or HSLC notation
5.3 Other provisions for ro-ro craft
6.4 Cofferdams
5.4 Indicators and surveillance
6.5 Shell doors
5.5 Integrity of superstructure
6.6 Testing of hull structure
5.6 Doors, windows, etc. in boundaries of
weathertight spaces Section 7 : Weathertight Integrity and Loadline
for craft with LC or HSLC notation
5.7 Hatchways and other openings
7.1 General
Chapter 6
Structures: Steel and Aluminium
Section 1 : Principles of Scantlings and 2.3 Openings in longitudinal strength members

Structural Details
2.4 Transverse strength of twin hull craft
1.1 Application
Section 3 : Plating
1.2 Symbols
3.1 General
1.3 Frame spacing
3.2 Bottom and bilge plating
1.4 Stiffeners and girders
3.3 Side plating
1.5 End attachments
3.4 Deck plating
1.6 Corrosion protection
3.5 Bulkhead plating
Section 2 : Hull Girder Strength
3.6 Superstructures and deckhouse bulkheads,
2.1 General bulwarks
2.2 Hull section modulus 3.7 Hatch covers

Section 4 : Secondary Stiffeners 5.5 Pillars
4.1 General Section 6 : Welding
4.2 Longitudinals 6.1 General
4.3 Frames 6.2 Preparation for welding
4.4 Bulkhead stiffeners 6.3 Weld procedures and their approval
4.5 Superstructure and deckhouse bulkhead frames 6.4 Inspection of welds
4.6 Weather deck hatch cover stiffeners 6.5 Butt welds
Section 5 : Primary Girders and Pillars 6.6 T connections
5.1 General 6.7 Lap connections
5.2 Bottom transverses and girders 6.8 Slot weld
5.3 Side webframes and stringers 6.9 End connection
5.4 Deck transverses and girders 6.10 Butt straps for aluminium alloy
Chapter 7
General Hull Requirements for Fibre Composite and Sandwich Constructions
Section 1 : Principles of Scantlings and

Structural Details 1.12 Bulwarks
1.1 Application Section 2 : Requirements for Manufacturing

Facilities
1.2 Symbols
2.1 Storage of raw materials
1.3 Frame spacing
2.2 Manufacturing conditions
Section 3 : Production Procedures, Workmanship
1.5 End attachments and Manufacturing Control
1.6 Bottom structures 3.1 General
1.7 Side structures 3.2 Manual lamination
1.8 Deck structure 3.3 Spray moulding
1.9 Bulkhead structures 3.4 Sandwich lay-up
1.10 Bow protection 3.5 Secondary bonding
1.11 Superstructures and deckhouses 3.6 Faults

Page 7 of 16
Section 5 : Material Properties and Testing

3.7 Repair
5.1 Material properties
3.8 Inspection
5.2 Testing
3.9 Acceptance criteria
Section 6 : Hull Girder Strength
Section 4 : Details and Fastenings
6.1 General
4.1 General
6.2 Longitudinal bending strength
4.2 Alignment
6.3 Calculation of effective sectional properties and
4.3 Continuity longitudinal bending stress
4.4 Openings 6.4 Openings in longitudinal strength members
4.5 Through bolting and bolted connections 6.5 Shear strength
4.6 Through hull fittings 6.6 Transverse strength of twin hull craft
4.7 Backing bars (inserts) and tapping plates Section 7 : Sandwich Plate Panels
4.8 Exposed edges 7.1 General
4.9 Local reinforcement 7.2 Sandwich core thickness
4.10 Hull to deck connections 7.3 Sandwich laminate thickness
4.11 Exhaust systems Section 8 : Single Skin Plate Panels
4.12 Ballast 8.1 General
4.13 Limber holes 8.2 Single skin laminate thickness
4.14 Integral tanks (requirements for coatings) Section 9 : Stiffeners, Primary Girders and
Pillars
4.15 Reserve buoyancy
9.1 Applications
9.2 Strength requirements of stiffeners and girders
9.3 Pillars

Chapter 8
Hull Appendages, Rudders and Steering Arrangement
Section 1 : General Requirements

5.8 Rudder, rudder stock, vanes, tiller and quadrant
1.1 Scope
5.9 Mechanical steering gear
1.2 Materials
5.10 Performance
Section 2 : Bar Keel, Stem and Stern Frames
5.11 Rudder angle limiters
2.1 General
5.12 Rudder actuators
2.2 Bar keel and stem
5.13 Demonstrations
2.3 Stern frames
5.14 Control position
2.4 Sole piece
5.15 Steering gear control system
Section 3 : Shaft Brackets
5.16 Electrical power supply
Section 4 : Rudders
5.17 Testing and trials
Section 5 : Steering Gear Systems
5.18 Requirements for non-passenger crafts with
5.1 Scope LC or HSLC notation
5.2 General Section 6 : Waterjet Installations
5.3 Definitions 6.1 Waterjet propulsion systems Construction
5.4 Installation 6.2 Waterjet systems Installation
5.5 Steering gear compartment 6.3 Design loads
5.6 Plans and documents 6.4 Allowable stresses
5.7 Materials
Chapter 9
Anchoring and Mooring Equipment
Section 1 : General
Section 3 : Equipment Specification
1.1 Introduction
3.2 Equipment
1.2 Documentation
Section 4 : Anchors
Section 2 : Structural Arrangements for
anchoring Equipment 4.1 General
2.1 General 4.2 HHP (SHHP) anchors

Page 9 of 16
6.2 Manufacture and testing

6.3 Mooring arrangement
Section 5 : Anchor Chain Cables
6.4 Towing arrangements
5.1 General
Section 7 : Windlass and Chain Stoppers
7.1 General
Section 6 : Towlines and Mooring Lines
7.2 Testing
6.1 General
Chapter 10
Fire Safety
Section 1 : General
3.2 Ventilation
1.1 Application
3.3 Fixed sprinkler system
Section 2 : General Requirements for Vessels
with Class Notation HSC Section 4 : Special Requirements for Cargo Craft
2.1 Application 4.1 Control station
2.2 Documentation 4.2 Cargo spaces
2.3 General requirements 4.3 Fixed sprinkler system
2.4 Definitions
Section 5 : Requirements for Craft and Cargo
2.5 Classification of space use Spaces Intended for the Carriage of Dangerous
Goods
2.6 Structural fire protection
5.1 General
2.7 Fuel and other flammable fluid tanks and
systems 5.2 Application of Tables 5.1 and 5.2
2.8 Ventilation 5.3 Requirements
2.9 Fire detection and extinguishing systems 5.4 Document of compliance
2.10 Protection of special category and ro-ro spaces

Section 6 : Small Craft with Class Notation LC
2.11 Miscellaneous or HSLC
2.12 Firefighters outfits 6.1 General requirements/Application
Section 3 : Special Requirements for Passenger 6.2 Submission of plans and information
Craft
6.3 Definitions
3.1 Arrangement

6.4 Fire pumps and fire main system 6.8 Arrangement of oil fuel, lubricating oil and other
flammable oils
6.5 Fire extinguishers
6.9 Firemans outfit/axe
6.6 Fire extinguishing arrangements in machinery
spaces 6.10 Miscellaneous items
6.7 Special arrangements in machinery spaces 6.11 Fire safety measures for the craft
Chapter 11
Piping Systems
Section 1 : Material and Design Requirements

2.8 Bilge main arrangements and materials
1.1 General
2.9 Submersible bilge pump arrangements
1.2 Carbon and low alloy steels
2.10 Air, overflow and sounding pipes
1.3 Stainless steel
2.11 Requirements for multi-hull craft
1.4 Aluminium alloy
2.12 Additional requirements for passenger craft of
1.5 Requirements for valves category-B
1.6 Requirements for flexible hoses 2.13 Requirements for non-passenger craft less than
150 GT with LC or HSLC notation
1.7 Copper and copper alloy
2.14 Requirements for non-passenger craft of 150
1.8 Plastic pipes GT or more with LC or HSLC notation
1.9 Requirements for crafts with LC or HSLC Section 3 : Machinery Piping Systems
notation
3.1 Application
Section 2 : Bilge, Ballast, Air Pipes and Sounding
Systems 3.2 Oil fuel storage
2.1 Application 3.3 Oil fuel systems
2.2 Shell valves and fittings (other than those on 3.4 Low flash point fuels
scuppers and sanitary discharges)
3.5 Lubricating / Hydraulic oil systems
2.3 Bilge pumping and drainage systems
3.6 Engine cooling water systems
2.4 Bilge drainage of machinery spaces with a
propulsion prime mover 3.7 Special requirements for multi-hull craft
2.5 Emergency bilge drainage 3.8 Requirements for passenger craft of category-A
2.6 Size of bilge suction pipes 3.9 Requirements for craft with LC or HSLC
notation of less than 150 GT
2.7 Pumps on bilge service

Page 11 of 16
Chapter 12
Main and Auxiliary Machinery
Section 1 : General Requirements for Machinery

2.2 Power ratings
1.1 Application
2.3 Clutches
1.2 General
2.4 Safety
1.3 Fuel flash point
2.5 Plans
1.4 Exhaust
2.6 Calculations and specifications
1.5 Bearings
2.7 Materials for shafts
1.6 Vibration of shaft systems
2.8 Design and construction
1.7 Alternative system of survey
2.9 Vibration and alignment
1.8 Submission of information
2.10 Protection of propeller shafts
1.9 Plans
2.11 Control and monitoring
2.12 Requirements for craft with LC or HSLC
1.11 Certification of materials notation
1.12 Operating control 2.13 Construction
1.13 Inclination of the craft Section 3 : Prime Mover and Gearing
1.14 Securing of machinery 3.1 Diesel Engines
1.15 Collision load 3.2 Gas turbine
1.16 Resilient mounts 3.3 Gearing
1.17 Machinery mounted on resin chocks Section 4 : Propeller, Thruster, Water Jet System
1.18 Ventilation system 4.1 Propeller
1.19 Recovery from dead craft condition 4.2 Thruster
1.20 Requirements for craft with LC or HSLC 4.3 Water jet system
notation
Section 5 : Pressure Vessels
1.21 Surveys during construction
5.1 Application
1.22 Sea trials
5.2 Details to be submitted
Section 2 : Propulsion Shafting Systems
5.3 Materials
2.1 General requirements

5.4 Design pressure 5.8 Hydraulic tests
5.5 Metal temperature 5.9 Fibre reinforced plastics pressure vessels
5.6 Design and construction 5.10 Requirements for craft with LC or HSLC
notation
5.7 Mountings and fittings for pressure vessels
Chapter 13
Electrical Installations
Section 1 : General Requirements

2.4 Starting arrangements
1.1 General
2.5 Prime mover governors
1.2 Definitions
Section 3 : Emergency Source of Electrical Power
1.3 Plans
3.1 General
1.4 Surveys
3.2 Emergency source of electrical power in
1.5 Essential and other services passenger craft
1.6 Design and construction 3.3 Emergency source of electrical power in cargo
craft
1.7 Voltage and frequency variation
3.4 Starting arrangements for emergency generating
1.8 Ambient reference conditions sets
1.9 Inclination of craft 3.5 Prime mover governor
1.10 Location and construction 3.6 Radio installation
1.11 Earthing Section 4 : External Source of Electrical Power
1.12 Electrical bonding for the control of static 4.1 Temporary external supply (shore supply)
electricity
Section 5 : Supply and Distribution
1.13 Enclosures
5.1 Systems of supply and distribution
1.14 Creepage and clearance distances
5.2 Essential services
1.15 Additions or alterations
5.3 Isolation and switching
Section 2 : Main Source of Electrical Power
5.4 Insulated distribution systems
2.1 General
5.5 Earthed distribution systems
2.2 Number and rating of generating sets
5.6 Diversity factor
2.3 Number and rating of converting equipment

Page 13 of 16
5.7 Lighting circuits

7.8 Fuses
5.8 Motor circuits
7.9 Distribution switchboards
5.9 Motor control
7.10 Protection
Section 6 : System Design Protection
7.11 Testing
6.1 General
Section 8 : Rotating Machines
6.2 Protection against overload
6.3 Protection against short-circuit
8.2 Rating
6.4 Combined circuit-breakers and fuses
8.3 Temperature rise
6.5 Protection of circuits
8.4 Generator control
6.6 Protection of generators
8.5 Overloads
6.7 Protection of essential services
8.6 Direct current machines
6.8 Load management
8.7 Inspection and testing
6.9 Protection of feeder circuits
Section 9 : Converter Equipment
6.10 Protection of power transformers
9.1 Transformers
6.11 Protection of lighting circuits
9.2 Semiconductor equipment
6.12 Protection of meters, pilot lamps, capacitors
and control circuits Section 10 : Electrical Cables
6.13 Protection of batteries 10.1 General
6.14 Protection of communication circuits 10.2 Testing
6.15 Protection against earth faults 10.3 Voltage rating
Section 7 : Switch Gear and Control Gear 10.4 Operating temperature

Assemblies
10.5 Construction
7.1 Switchboards
10.6 Conductor size
7.2 Marking and labels
10.7 Correction factors for current rating
7.3 Busbars
10.8 Installation of electric cables
7.4 Instruments for alternating current generators
10.9 Mechanical protection of cables
7.5 Instrument scales
10.10 Securing of cables
7.6 Instrument transformers
10.11 Penetration of bulkheads and decks by cables
7.7 Circuit-breakers

10.12 Installation of electric cables in protective

casings 14.3 Navigation lights
10.13 Single core electric cables for alternating 14.4 Navigational aids
current
14.5 Stabilization
10.14 Cable ends
Section 15 : Fire Safety Systems
Section 11 : Batteries
15.1 Fire detection and alarm systems
11.1 General
15.2 Automatic sprinkler system
11.2 Construction
15.3 Fire pumps
11.3 Location
15.4 Refrigerated liquid carbon dioxide systems
11.4 Installation
15.5 Fire safety stops
11.5 Ventilation
15.6 Fire doors
11.6 Charging facilities
15.7 Fire dampers
11.7 Electrical equipment
15.8 Fire extinguishing media release alarms
11.8 Cables
Section 16 : Crew and Passenger Emergency
Section 12 : Equipment Heating, Lighting and Safety Systems
Accessories
16.1 Emergency lighting
12.1 Heating and cooking equipment
16.2 General emergency alarm system
12.2 Lighting General
16.3 Public address system
12.3 Incandescent lighting
Section 17 : Craft Safety Systems
12.4 Fluorescent lighting
17.1 Watertight doors
12.5 Discharge lighting
17.2 Shell doors, loading doors and other closing
12.6 Socket outlets and plugs appliances
12.7 Enclosures 17.3 Lightning conductors
Section 13 : Electrical Equipment for use in Section 18 : Small Crafts not required to comply
Explosive Atmospheres with HSC Notation
13.1 General 18.1 General requirements
Section 14 : Navigation and Manoeuvring 18.2 Plans

Systems
18.3 Survey
14.1 Steering systems
18.4 Addition or alterations
14.2 Thruster systems for manoeuvring

Page 15 of 16
18.5 Location and construction of equipment 18.12 Batteries
18.6 Systems of distribution 18.13 Lightning conductors
18.7 Earthing Section 19 : Trials
18.8 Protection 19.1 General
18.9 Quality of power supplies 19.2 Insulation resistance measurement
18.10 Generators 19.3 Earth continuity
18.11 Cables 19.4 Performance
Chapter 14
Remote Control and Safety Systems
Section 1 : General 3.3 Control position
1.1 Scope 3.4 Demonstrations
1.2 Definitions Section 4 : Stabilization Systems
1.3 Plans and particulars 4.1 General
1.4 Failure mode and effect analysis 4.2 Lateral and height control systems
Section 2 : System Arrangements 4.3 Demonstrations
2.1 System design Section 5 : Requirements for Craft with LC or

HSLC Notation
2.2 Alarm system
5.1 General
2.3 Emergency controls
5.2 Plans and information
2.4 Safety systems
5.3 Remote control of propulsion machinery
2.5 Standby systems
5.4 Periodically unattended machinery spaces
2.6 Fire detection and fire alarm system (if installed)
2.7 Remote control Section 6 : Tests and Trials
Section 3 : Directional Control System 6.1 General
3.1 General 6.2 Directional control system
3.2 Reliability 6.3 Stabilization system

Annexure 1
Preamble of the HSC Code
Annexure 2
Use of Probability Concept

Annexure 3
Procedures for Failure Mode and Effects Analysis

Annexure 4
Stability of Hydrofoil Craft

Annexure 5
Stability of Multi-Hull Craft

Annexure 6
Stability of Monohull Craft

Annexure 7
Definitions, Requirements and Compliance Criteria

Related to Operational and Safety Performance
Annexure 8
Factors to be considered in Determining Craft Operating Limitations

Page 1 of 19
Chapter 1
General
Contents
Section
1 General Information
2 Application and Definitions
3 Classification Regulations
4 Classification of Crafts Built under the Survey of Indian Register of Shipping
5 Classification of Crafts not Built under the Survey of Indian Register of Shipping
Section 1
General Information
1.1 Indian Register of Shipping 1 Director being the Director General of
Shipping, Ministry of Surface Transport,
1.1.1 Indian Register of Shipping (hereinafter Govt. of India
referred to as IRS) was incorporated in 1975 as a
Public Limited Company under Section 25 of the 1 Director representing Ship Design Research
Indian Companies Act, 1956 for the purpose of and Development Institutions
providing amongst other things a faithful and
accurate classification of mercantile shipping 1 Director representing Manufacturers of
classed with it, to approve designs of, to survey and Marine Engines/General Engineering
to issue reports on mercantile and non-mercantile Goods
ships, hovercrafts, hydrofoils etc; all within the
scope of classification described in the Rules. This 1 Director representing Indian Navy/Coast
Section contains General regulations which have Guard
been adopted by IRS for its governance.
1 Director being a person of eminence from
1.1.2 The management of the affairs of IRS are the field of Law
carried out under the direction and control of the
Board of Directors (hereinafter referred to as the 3 Directors being persons of eminence from
Board), in accordance with the provisions of its any industry allied with maritime activities
Memorandum and Articles of Association.
1 Managing Director being full-time
1.1.3 The Board of Directors shall consist of employee appointed by the Board of
representative of the interests of various members of Directors.
the Company and those concerned with shipping in
general as under: The composition of the Board as above is to be in
accordance with the Articles of Association of IRS
3 Directors representing Indian Shipowners (as may be amended from time to time).
2 Directors representing Indian Shipbuilders 1.1.4 The Board shall consist of not less than six and
not more than fifteen Directors. The Board of
1 Director representing General Insurance Directors shall elect one of its members to be
Corporation of India and other Indian Chairman of the Board of Directors.
underwriters
1.1.5 The Board is to appoint a Sub-Committee of
Classification representing concerned interests.

Chapter 1
Page 2 of 19 General
1.1.6 The Board is to appoint the Chairman of the M/s. Garden Reach Ship-builders
Sub-Committee of Classification and the Managing and Engineers Ltd.
Director, IRS to be 'ex- officio' member of the Sub-
Committee of Classification. 1 Other Marine Engine Builders
1.1.7 The employees of IRS are to be appointed by 6 Shipbuilders

and be under the direction of the Board.
2 Indian Institution of Naval
1.1.8 The Surveyors of IRS are not to be permitted Architects
without the special sanction of the Board of
Directors to receive any fee, gratuity or reward
whatsoever, for their own use or benefit, for any 2 Institute of Marine Engineers
service performed by them in their capacity as (India)
Surveyors to IRS, except on pain of immediate
dismissal. 1 Company of Master Mariners
1.1.9 The Funds and Accounts are to be under the 2 Directorate General of Shipping
authority and control of the Board of Directors.
1 IMU (Earlier NSDRC)
1.2 Fees
4 Indian National Shipowners
1.2.1 Fees will be charged for all surveys and for Association
other services rendered by IRS or any of its
publications in accordance with established scales. 1 Institution of Engineers (India)
Traveling expenses incurred by the Surveyors in
connection with such services are also chargeable. 1 Ex-Officio - Managing Director of
IRS or his nominee
1.3 Technical committee
1 Indian Coastal Conference
1.3.1 The Board is to appoint a Technical Shipping Association
Committee whose function will be to consider:
1 Oil Industry Safety Directorate
a) Formulation of Technical Rules for
Classification Surveys, building of ships, their 5 Indian Navy
machinery and equipment.
2 Indian Coast Guard
b) Important alterations to Rules once framed as
may be required from time to time. 1 Research Institutes
1.3.2 All decisions of the Technical Committee 2 Indian Institute of Technology/

including amendments and/or additions to the Rules National Institute of Technology
for classification surveys and building of ships hull,
their machinery and equipment to be reported to the 2 Maritime Training Institutes
Board of Directors.
3 Other Flag Administrations
1.3.3 The Technical Committee to be constituted as
follows: 1 Inland Waterways Authority of
India.
Number of
Members Nominees/Representatives of 1.3.4 In addition to the foregoing, the Technical
Committee may co-opt to the main body other
3 Board of Directors of IRS members of high managerial positions in Ship
Building and Engineering, Naval Architecture,
1 Marine Engine Unit of Marine Insurance, Steel Making, etc.

Page 3 of 19
1.3.5 Nomination of all members to the Technical other interested parties who may not be represented
Committee to be subject to confirmation by the in the Technical Committee.
Board.
1.3.11 The quorum for any meeting of Technical
1.3.6 The Technical Committee can appoint panels committee will be six members, with at least 50% of
from amongst its body to which representatives of the members present being those who do not have or
any organisation or industry or individuals represent any interest in commercial shipping.
specialised in relevant disciplines could be co-opted
for the purpose of considering any particular 1.3.12 In the event that any matter is not decided by
Technical problem or area of Rules. unanimity, the same may be decided by a majority
of votes cast in favor, with each member, including
1.3.7 The Board of Directors to appoint biennially, co-opted members, having one vote only. In the
the Chairman of the Technical Committee and the event of a parity of votes, the Chairman of the
Technical Committee to appoint from their own Technical Committee would be entitled to an
body biennially a Vice-Chairman.. The appointment additional casting vote.
of Vice-Chairman to be confirmed by the Board of
Directors. 1.3.13 When any discussion relates to an item of
interest to those connected with commercial
1.3.8 The terms of office of all members to be not shipping (representatives of commercial ship
more than four years, one-fourth of all members owning or ship building organizations), such
(including those co-opted) to retire at the end of representatives would not be entitled to vote, if such
each calender year. The members so retiring being matter is to be decided by voting.
those who have been longest in office since their last
nomination and such members to be eligible for re- 1.3.14 In the event that any member of the Technical
nomination for a second term. Unless specially so Committee absents himself for 3 consecutive
authorised by the Board of Directors, no member meetings of the Technical Committee without
other than Chairman and/or Vice- Chairman, who seeking leave of absence, he would be deemed to
has served for two periods of nomination, to be have vacated office and his vacancy would be filled
eligible for re-nomination. In the event of any by seeking fresh nomination from concerned interest
vacancy occurring before the expiration of the represented.
normal term of office, a representative to be
nominated to fill the vacancy from the same 1.3.15 In the absence of the Chairman & the Vice
group/body/institution and for such nominee the date Chairman of the Technical Committee, the members
of his nomination by the respective body to be of the Technical committee shall elect a Chairman,
considered as date of his joining the Technical by majority vote, to preside over that particular
Committee for purposes of his retirement by meeting only.
rotation.
1.3.16 The Board of Directors reserves to
1.3.9 The meeting of the Technical Committee to be themselves the right of altering, adding to or
convened as often and at such time and place as may rescinding any/or all of the above terms of reference
appear necessary, but there shall be at least two including the dissolution of the Technical
meetings in each year. Committee.
1.3.10 The members desiring to propose alterations 1.4 Survey reports

in, or additions to the Rules for the classification,
survey or building of ship (hull and machinery) shall 1.4.1 All reports of survey are to be made by the
give notice of such proposals to the Secretary. Every Surveyors according to the form prescribed and
meeting to be convened by notice from the submitted for consideration of the Board or the Sub-
Secretary, if possible one month before the date of Committee of Classification, but the character
the meeting and the Secretary to send to each assigned by the latter is to be reported to the Board.
member an Agenda paper as soon as possible The Board may, in specified instances, vest in the
thereafter. Managing Director discretionary powers to act on its
behalf, and all such actions being reported to the
Proposals for changes to rules may also be given by Board at its subsequent meeting.
Flag Administrations, shipowners, shipbuilders and

Chapter 1
1.4.2 The reports of the Surveyors shall, subject to 1.7 Audits and assessments by external
the approval of the Managing Director, be open to organizations
inspection of the Owner and any other person
authorised in writing by the Owner. Copies of the 1.7.1 The surveys required by the regulations, and
reports will, subject to the approval of the Managing conducted by IRS may be subject to Audit by an
Director, be supplied to Owners or their independent Accredited Certification Body (ACB)
representatives. as per the requirements of ISO-9001:2008 standard
and Quality Management System Certification
1.5 Register of Ships Scheme (QSCS) of IACS. For this purpose, ACB
auditors are to be given the necessary access to the
1.5.1 A Register Of Ships is available on-line on craft, shipyard or works when requested by IRS.
IRCLASS Website which contains the names of
ships, character of class and notations assigned Access is also to be given to auditors or inspectors
together with other relevant useful information for accompanying the Surveyors as required by other
ships classed with IRS. external organizations.
1.6 Liability 1.8 Access of Surveyor to crafts, shipyards or

works
1.6.1 Whilst Indian Register of Shipping (hereinafter
referred to as IRS) and its Committees use their best 1.8.1 The Surveyors are to be given free access to
endeavours to ensure that the functions of IRS are crafts classed with the Society as well as to
properly carried out, in providing services, shipyards, works, etc. so as to perform their duties,
information or advice, neither IRS nor any of its and are to receive adequate assistance for this
servants or agents warrants the accuracy of any purpose.
information or advice supplied. Except as set out
herein, neither IRS nor any of its servants or agents 1.9 Compliance with statutory requirements
(on behalf of each of whom IRS has agreed this
clause) shall be liable for any loss damage or 1.9.1 Whilst the requirements of these Rules are
expense whatever sustained by any person due to considered to meet the related requirements of the
any act or omission or error of whatsoever nature International Code of Safety of High Speed Craft
and howsoever caused of IRS, its servants or agents (HSC Code), 1995, consideration should be given to
or due to any inaccuracy of whatsoever nature and any relevant requirements of the National Authority
howsoever caused in any information or advice of the country in which the craft is to be registered.
given in any any way whatsoever by or on behalf of
IRS, even if held to amount to a breach of warranty. 1.10 Responding to Port State Control
Nevertheless, if any person uses services of IRS, or
relies on any information or advice given by or on 1.10.1 When requested by Port State and upon
behalf of IRS and suffers loss, damage or expenses concurrence by the vessels owner/master IRS
thereby which is proved to have been due to any Surveyors would attend onboard a ship in order to
negligent act, omission or error of IRS, its servants assist in the rectification of reported deficiencies or
or agents or any negligent inaccuracy in information other discrepancies that affect or may affect
or advice given by or on behalf of IRS then IRS will classification or the statutory certificates issued by
pay compensation to such person for his proved loss IRS. The owner and the vessels flag state will be
upto but not exceeding the amount of the fee notified of such attendance and survey. IRS
charged by IRS for that particular service, Surveyors will also cooperate with Port States by
information or advice. providing inspectors with background information.
1.6.2 Any notice of claim for loss, damage or 1.11 Requirements for service suppliers
expense as referred to in 1.6.1 shall be made in
writing to IRS Head Office within six months of the 1.11.1 In general, the following categories of service
date when the service, information or advice was suppliers are to be approved:
first provided, failing which all the rights to any
such claim shall be forfeited and IRS shall be a) Classification and / or statutory services
relieved and discharged from all liabilities.

Page 5 of 19
Firms engaged in thickness measurements Firms engaged in the servicing and

on ships maintenance of lifeboats, launching
appliances, on-load release gear and davit-
Firms engaged in tightness testing of launched liferaft automatic release hooks
closing appliances such as hatches, doors
etc. with ultrasonic equipment Firms engaged in the inspection,
performance testing and maintenance of
Firms carrying out in-water survey of ships Automatic Identification Systems (AIS).
and mobile offshore units
1.11.2 Where the results of the following service
Firms engaged in the examination of Ro-ro providers are used by a Surveyor of IRS in making
ships, bow, stern, side and inner doors decisions affecting Classification services, then that
service provider is to be approved and service
Firms engaged in the measurement of noise performance verified by IRS:
levels onboard ships
Firms engaged in thickness measurements
Firms engaged in inspections and on ships
maintenance of fire extinguishing
equipment and systems Firms carrying out in-water survey of ships
and mobile offshore units
Firms engaged in testing of coating systems
in accordance with the requirements of Firms engaged in tightness testing of
IMO performance standards for protective closing appliances such as hatches, doors
coatings. etc with ultrasonic equipment.
b) Statutory services IRS may also accept the services of firms approved
by other IACS member classification societies for
Firms engaged in servicing inflatable such services other than those listed above.
liferafts, inflatable lifejackets, hydrostatic
release units, inflatable rescue boats, 1.11.3 Where services are used by the Surveyors in
marine evacuation systems etc. making decisions affecting statutory certifications
and service, the firms are subject to approval and
Firms engaged in the inspections and performance verifications by IRS, where IRS is so
testing of radio communication equipment authorized by the relevant Flag Administration (i.e.
the Flag of the ship on which the servicing is to be
Firms engaged in inspections and done or the service equipment is to be used). For
maintenance of self contained breathing such services, IRS may accept approvals done by:
apparatus
I. The Flag Administration itself,
Firms engaged in the annual performance II. Duly authorized organisation acting on
testing of voyage data recorder and behalf of the Flag Administration, or
simplified voyage data recorders III. Other organizations those are acceptable to
the Flag Administration (e.g. other
Firms engaged in the inspections of low governments etc).
location lighting systems using photo
luminescent materials and evacuation 1.11.4 Use of the approved service suppliers is not
guidance systems used as an alternative to mandatory for the following services, unless
low location lighting systems instructed otherwise by the flag Administration with
respect to statutory certification:
Firms engaged in sound pressure level
- Firms engaged in the inspections of low
measurements of public address and
location lighting systems using photo
general alarm systems on board ships
luminescent materials and evacuation

Chapter 1
guidance systems used as an alternative to

low location lighting systems - Firms engaged in testing of coating systems
in accordance with the requirements of
- Firms engaged in sound pressure level IMO performance standards for protective
measurements of public address and coatings.
general alarm systems on board ships
- Firms engaged in the examination of bow,
- Firms engaged in measurement of noise stern, side and inner doors.
levels onboard ships
Section 2
Application and Definitions

2.1 Application c) the management ensures that only persons
qualified to operate the specific type of craft
2.1.1 These Rules apply to: used on the intended route are employed;
d) the distances covered and the worst intended
a) Crafts for which the International Code of conditions in which operations are permitted
Safety of High Speed Craft (HSC Code), 2000; will be restricted by the imposition of
applies i.e.: operational limits;
e) the craft will at all times be in reasonable
High speed passenger crafts which do not proximity to a place of refuge;
proceed in the course of their voyage more f) adequate communications facilities, weather
than 4 hours at 90% of maximum speed forecasts and maintenance facilities are
from a place of refuge, and available within the area of operation;
g) in the intended area of operation there will be
High speed cargo crafts of 500 tons gross suitable rescue facilities readily available;
tonnage and over which do not proceed in h) areas of high fire risk such as machinery spaces
the course of their voyage more than 8 and special category spaces are protected with
hours at 90% of maximum speed from a fire-resistant materials and fire-extinguishing
place of refuge, when fully laden. systems to ensure, as far as is practicable,
containment and rapid extinguishing of fire;
b) Other fast crafts of light construction which do i) efficient facilities are provided for the rapid and
not fall under a) above, but having a maximum safe evacuation of all persons on board into
speed V equal to or more than 4.8 1/6. survival craft;
j) that all passengers and crew are provided with
(See Sec.2.2 for definitions of high speed craft, seats;
passenger craft, cargo craft, maximum speed V and k) that no enclosed sleeping berths for passengers
Length L). are provided;
2.1.2 It may be noted that for crafts as defined in Note : For the background and safety philosophy of
2.1.1a, to which the HSC Code applies, the the HSC Code 2000, refer to the Preamble to the
Administration would generally require that the Code reproduced as Annexure 1 to these Rules.
following requirements of the code (See Note
below) are complied with: 2.1.3 For all crafts, the limitations on the area of
operation and environmental conditions indicated in
a) the Code will be applied in its entirety; 2.1.2(d) & (e) would be reflected in the appropriate
b) the management of the company operating the class notation assigned to the craft as defined in
craft exercises strict control over its operation Sec.3.
and maintenance, by a quality management
system as per the ISM Code adopted by 2.1.4 These Rules include all requirements of the
Resolution A.741(18); HSC Code 2000 except those given in the following
chapters/annexes of the Code, which relate to purely
Page 7 of 19
statutory matters. However, it may be noted that its effectiveness on the proximity of the surface over
compliance with these statutory requirements would which the craft operates.
be necessary for certification by the Administration
for operation as high speed craft under the HSC 2.2.3 Assembly station is an area where passengers
Code 2000. can be gathered in the event of an emergency, given
instructions and prepared to abandon the craft, if
a) Chapter 4 : Accommodation and Escape necessary. The passenger spaces may serve as
b) Chapter 8 : Life Saving Appliances and assembly stations if all passengers can be instructed
Arrangements there and prepared to abandon the craft.
c) Chapter 13 : Navigational Equipment
d) Chapter 14 : Radio Communication 2.2.4 Auxiliary machinery spaces are spaces
e) Chapter 15 : Operating Compartment Layout containing internal combustion engines of power
f) Chapter 17 : Handling Controllability and output upto and including 110 kW driving
Performance generators, sprinkler, drencher or fire pumps, bilge
g) Chapter 18 : Operational Requirements pumps, etc., oil filling stations, switchboards of
h) Annex 1 : Form of High Speed Craft Safety aggregate capacity exceeding 800 kW, similar
Certificate spaces and trunks to such spaces.
i) Annex 2 : Permit to operate High Speed Craft
j) Annex 5 : Ice accretion applicable to all types 2.2.5 Auxiliary machinery spaces having little or
of crafts no fire risk are spaces containing refrigerating,
k) Annex 10 : Criteria for testing and evaluation of stabilizing, ventilation and air conditioning
revenue and crew seats machinery, switchboards of aggregate capacity 800
l) Annex 11 : Open reversible liferafts. kW or less, similar spaces and trunks to such spaces.
Where relevant, the Rule requirements which are 2.2.6 Base port is a specific port identified in the
applicable only to crafts with HSC notation (See route operational manual and provided with:
3.6.2) and need not be applied to crafts with LC or
HSLC notation, have been indicated separately. a) appropriate facilities providing continuous radio
communications with the craft at all times while
2.1.5 On all craft, new installation of materials in port and at sea;
containing asbestos used for the structure, b) means for obtaining a reliable weather forecast
machinery, electrical installations and equipment is for the corresponding region and its due
prohibited except for: transmission to all craft in operation;
c) for a category A craft, access to facilities
.1 vanes used in rotary vane compressors and rotary provided with appropriate rescue and survival
vane vacuum pumps; equipment; and
d) access to craft maintenance services with
.2 watertight joints and linings used for the appropriate equipment.
circulation of fluids when, at high temperature (in
excess of 350C) or pressure (in excess of 7 x 106 2.2.7 Base port state means the State in which the
Pa), there is a risk of fire, corrosion or toxicity; and base port is located.
.3 supple and flexible thermal insulation assemblies 2.2.8 Breadth (B) means breadth [m] of the broadest
used for temperatures above 1000C. part of the moulded watertight envelope of the rigid
hull, excluding appendages, at or below the design
2.2 Definitions waterline in the displacement mode with no lift or
propulsion machinery active.
2.2.1 Administration means the Government of the
State whose flag the craft is entitled to fly. 2.2.9 Cargo craft, for the application of the HSC
Code, is any high speed craft other than passenger
2.2.2 Air-cushion vehicle (ACV) is a craft such that craft and which is capable of maintaining the main
the whole or a significant part of its weight can be functions and safety systems of unaffected spaces,
supported, whether at rest or in motion, by a after damage in any one compartment on board.
continuously generated cushion of air dependent for

Chapter 1
2.2.10 Cargo spaces are all spaces other than special 2.2.16 Critical design conditions means the limiting
category spaces used for cargo and trunks to such specified conditions chosen for design purposes,
spaces. which the craft should keep in displacement mode.
Such conditions should be more severe than the
2.2.11 Category A craft is any high speed passenger worst intended conditions by a suitable margin to
craft: provide for adequate safety in survival condition.
a) Operating on a route where it has been 2.2.17 Datum means a watertight deck or equivalent
demonstrated to the satisfaction of the flag and structure of a non-watertight deck covered by a
port states that there is a high probability that in weathertight structure of adequate strength to
the event of an evacuation at any point of the maintain the weathertight integrity and fitted with
route, all passengers and crew can be rescued weathertight closing appliances.
safely within the least of:
2.2.18 Design waterline means the waterline
The time to prevent persons in survival corresponding to the maximum operational weight
craft from exposure causing hypothermia in of the craft with no lift or propulsion machinery
the worst intended conditions. active and is limited by the stability and strength
The time appropriate with respect to requirements in the Rules.
environmental conditions and geographical
features of the route, or 2.2.19 Displacement mode means the regime,
4 hours, and whether at rest or in motion, where the weight of the
craft is fully or predominantly supported by
b) Carrying not more than 450 passengers. hydrostatic forces.
2.2.12 Category B craft is any high speed passenger 2.2.20 Failure mode and effect analysis (FMEA) is
craft, other than a category A craft, with machinery an examination in accordance with HSC Code annex
and safety systems arranged such that, in the event 4 of the crafts systems and equipment to determine
of damage disabling any essential machinery and whether any reasonably probable failure or improper
safety systems in one compartment, the craft retains operation can result in a hazardous or catastrophic
the capability to navigate safely i.e. to reach the port effect.
of refuge within the period of weather forecast
validity. 2.2.21 Fire Test Procedures Code (FTP Code)
means the International Code for Application of Fire
2.2.13 Continuously manned control station is a Test Procedures, as defined in chapter II-2 of the
control station which is continuously manned by a SOLAS Convention.
responsible member of the crew while the craft is in
normal service. 2.2.22 Flap means an element formed as integrated
part of, or an extension of, a foil, used to adjust the
2.2.14 Control stations are those spaces in which the hydro or aerodynamic lift of the foil.
crafts radio or navigating equipment (main displays
and controls for equipment) or the emergency source 2.2.23 Flash-point means a flash-point determined
of power and emergency switchboard are located, or by a test using the closed cup apparatus referenced
where the fire recording or fire control equipment is in the International Maritime Dangerous Goods
centralized, or where other functions essential to the (IMDG) Code.
safe operation of the craft such as propulsion
control, public address, stabilization systems, etc., 2.2.24 Foil means a profiled plate or three
are located. dimensional construction at which hydrodynamic lift
is generated when the craft is under way.
2.2.15 Crew accommodation are those spaces
allocated for the use of the crew, and include cabins, 2.2.25 Fully submerged foil means a foil having no
sick bays, offices, lavatories, lounges and similar lift components piercing the surface of the water in
spaces. the foil-borne mode.

Page 9 of 19
2.2.26 Galleys are those enclosed spaces containing

cooking facilities with exposed heating surfaces, or 2.2.36 Non-displacement mode means the normal
which have any cooking or food heating appliances operational regime of a craft when non hydrostatic
each having a power of more than 5 kW. forces substantially or predominantly support the
weight of the craft.
2.2.27 High speed craft is a craft capable of
maximum speed equal to or exceeding: 2.2.37 Oil fuel unit is the equipment used for the
preparation of oil fuel for delivery to an oil-fired
7.16 0.1667 [knots] boiler, or equipment used for the preparation for
delivery of heated oil to an internal combustion
where, engine, and includes any oil pressure pumps, filters
and heaters dealing with oil at a pressure of more
= displacement corresponding to the design than 0.18 N/mm2.
waterline [t].
2.2.38 Open ro-ro spaces are spaces:
2.2.28 Hydrofoil boat is a craft which is supported
above the water surface in non-displacement mode a) to which any passengers carried have access;
by hydrodynamic forces generated on foils. and
2.2.29 IMDG Code means the International b) which either:

Maritime Dangerous Goods (IMDG) Code as
defined in chapter VII of the SOLAS Convention. i) are open at both ends, or
2.2.30 IMO means the International Maritime ii) have an opening at one end and are provided
Organisation. with permanent openings distributed in the side
plating or deckhead or from above, having a total
2.2.31 Length (L) means the overall length [m] of area of at least 10% of the total area of the space
the underwater watertight envelope of the rigid hull, sides.
excluding appendages, at or below the design
waterline in the displacement mode with no lift or 2.2.39 Operating compartment means the enclosed
propulsion machinery active. area from which the navigation and control of the
craft is exercised.
2.2.32 Lightweight is the displacement of the craft
[t] without cargo, fuel, lubricating oil, ballast water, 2.2.40 Operating station means a confined area of
fresh water and feed-water in tanks, consumable the operating compartment equipped with necessary
stores, passengers and crew and their effects. means for navigation, manoeuvring and
communication, and from where the functions of
2.2.33 Machinery spaces are spaces containing navigating, manoeuvring, communication,
internal combustion engines either used for main commanding, conning and lookout are carried out.
propulsion or having an aggregate total power
output of more than 110 kW, generators, oil fuel 2.2.41 Passenger is every person other than:
units, major electrical machinery and similar spaces
and trunks to such spaces. a) the master and members of the crew or other
persons employed or engaged in any capacity
2.2.34 Maximum operational weight means the on board a craft on the business of that craft;
overall weight upto which the craft will be operated and
in the intended mode. In the case of crafts where b) a child under one year of age.
HSC Code applies this is the weight permitted by
the Administration. 2.2.42 Passenger craft is a craft which carries more
than twelve passengers.
2.2.35 Maximum speed V [knots] is the speed
achieved at the maximum continuous propulsion 2.2.43 Place of refuge is any naturally or artificially
power for which the craft is certified at maximum sheltered area which may be used as a shelter by a
operational weight and in smooth water. craft under conditions likely to endanger its safety.

Chapter 1
2.2.44 Public spaces are those spaces allocated for 2.2.49 Significant wave height is the average crest-
the passengers and include bars, kiosks, smoke to-trough height of the highest one third of the zero-
rooms, main seating areas, lounges, dining rooms, upcrossing waves in a specified period
recreation rooms, lobbies, lavatories and similar
permanently enclosed spaces allocated to 2.2.50 SOLAS 74 means the International
passengers. Convention for Safety of Life at Sea, 1974, as
amended.
2.2.45 Refreshment kiosks are those spaces which
are not enclosed, serving refreshments and 2.2.51 Special category spaces are those enclosed
containing food warming equipment having a total ro-ro spaces to which passengers have access.
power of 5 [kW] or less and with an exposed heating Special category spaces may be accommodated on
surface temperature not above 150C. more than one deck provided that the total overall
clear height for vehicles does not exceed 10 [m].
2.2.46 Ro-ro craft is a craft fitted with one or more
ro-ro spaces. 2.2.52 Surface effect ship (SES) is an air-cushion
vehicle whose cushion is totally or partially retained
2.2.47 Ro-ro spaces are spaces not normally by permanently immersed hard structures.
subdivided in any way and normally extending to
either a substantial length or the entire length of the 2.2.53 Transitional mode means the regime between
craft in which motor vehicles with fuel in their tanks displacement and non-displacement modes.
for their own propulsion and/or goods (packaged or
in bulk, in or on rail or road cars, vehicles (including 2.2.54 Watertight in relation to a structure means
road or rail tankers), trailers, containers, pallets, capable of preventing the passage of water through
demountable tanks or in or on similar stowage units the structure in any direction under the head of water
or other receptacles) can be loaded and unloaded, likely to occur in the intact or damaged condition.
normally in a horizontal direction.
2.2.55 Weather deck is a deck which is completely
2.2.48 Service spaces are those enclosed spaces used exposed to the weather from above and at least two
for pantries containing food warming equipment but sides.
not cooking facilities with exposed heating surfaces,
lockers, sales shops, storerooms and enclosed 2.2.56 Weathertight means that water will not
baggage rooms. penetrate into the craft in any wind and wave
conditions up to those specified as critical design
Such spaces containing no cooking appliances may conditions.
contain:
2.2.57 Worst intended conditions means the
.1 coffee automats, toasters, dish washers, specified environmental conditions within which the
microwave ovens, water boilers and similar craft is intended to be operated as provided for in the
appliances, each of them with a maximum power of certification of the craft. This should take into
5 kW; and account parameters such as the worst conditions of
wind force allowable, significant wave height
.2 electrically heated cooking plates and hot plates (including unfavourable combinations of length and
for keeping food warm, each of them with a direction of waves), minimum air temperature,
maximum power of 2 kW and a surface temperature visibility and depth of water for safe operation and
not above 150C. such other parameters as the Administration may
require in considering the type of craft in the area of
operation.

Page 11 of 19
Section 3
Classification Regulations
3.1 General
- International Convention on Loadlines
3.1.1 When a craft is assigned a specific Character (ILLC);
of Class by Indian Register of Shipping, it implies
that IRS has been satisfied that the said craft meets, - Fire Test Procedures Code (FTP Code)
for this particular class, with these Rules and
Regulations or requirements equivalent thereto. The - International Convention on the Control of
craft will continue to be classed with IRS so long as Harmful Antifouling Systems on Ships
it is found, upon examination at the prescribed (AFS Convention).
annual and periodical surveys, to be maintained in a
fit and efficient condition and in accordance with the In addition, the Unified Interpretations of IACS
Periodical Survey requirements of these Rules. (International Association of Classification
Classification will be conditional upon compliance Societies) related to the above IMO Conventions
with IRS requirements and assignment of character and Codes are also to be complied with, unless the
of class for both hull and machinery. flag Administration has provided its own
interpretation in writing. For the purposes of the
3.1.2 The Rules are framed on the understanding application of the IMO Conventions and Codes for
that: Fibre-Reinforced Plastic (FRP) Craft, the term the
keels of which are laid or which are at a similar
the crafts will be properly loaded, they do not, stage of construction should be interpreted as the
unless stated in the class notation, provide for date that the first structural reinforcement of the
special distributions or concentrations of complete thickness of the approved hull laminate
loading. schedule is laid either in or on the mould.
the crafts will not be operated outside the design 3.1.4 Where a craft holds dual classification with
parameters corresponding to the class notation IRS and another Society and the periodical survey
assigned as per 3.6 and 3.7. requirements of the corresponding Society differ
from IRS Rule requirements, IRS may permit the
the crafts will be properly handled, in particular requirements of the corresponding Society being
the reduction of speed in heavy weather which applied, in so far as they are equivalent in purpose or
has been assumed during design, incorporated are no less stringent than the IRS rule requirements.
in the operational manual and appended to the
certificate of class, is applied. See Chapter 4 3.1.5 The classification of a craft with IRS does not
Design Loads for details. exempt the owners from compliance with any
additional and/or more stringent requirements issued
3.1.3 Compliance to the following International by the Administration of the state whose flag the
Conventions and Codes of IMO, as applicable, and craft is entitled to fly and provision for their
any National requirements is a prerequisite of application.
classification:
3.1.6 It is the responsibility of the Owners to ensure
- International Code of Safety of High Speed that the operating and maintenance instructions /
Craft (HSC Code); manuals for the crafts machinery equipment
essential to the safe operation of the crafts are
- International Convention for the Safety of available in a language understandable by those
Life at Sea (SOLAS); officers and crew members who are required to
understand such information / instructions in the
- International Convention for the Prevention performance of their duties.
of Pollution from Ships (MARPOL);

Chapter 1
3.1.7 Operating manuals - For vessels required to rudder & rudder stock, rudder horn, sole pieces,
comply with the HSC Code, the Administration propeller nozzles, shaft brackets, skeg etc.
would require that the management of the company which are covered by the rule requirements.
operating the craft has provided the craft with
adequate information and guidance in the form of b) Character SU- assigned to sea-going crafts
manuals to enable the craft to be operated and indicates that the hull and its appendages meet
maintained safely. These manuals should include a the Rule requirements but equipment (i.e.
route operational manual, craft operating manual, anchors, chain cable and hawsers) is not
maintenance manual, servicing schedule and as a supplied or maintained as per the relevant Rules
minimum the information specified in Chapter 18 of but is considered by the Board to be acceptable
the HSC Code. for their particular service.
3.2 Application of Rules c) Character SU assigned to sea-going crafts

indicates that the hull and its appendages meet
3.2.1 Unless directed otherwise by IRS, no new the Rule requirements but in respect of the
Regulation or amendment to the existing regulation equipment, IRS has agreed that the normal
relating to the character of classification or class equipment is not necessary in view of their
notation is to be applied to existing crafts. particular service.
3.2.2 Unless directed otherwise by IRS, no new d) Character IY assigned to self-propelled

Rules and Regulations or amendments to the seagoing crafts indicates that the machinery
existing Rules & Regulations become applicable meets the rule requirements for assignment of
within 6 months after the date of issue nor after the this Character of Class.
approval of original midship section or equivalent
structural plans. Where it is proposed to use existing 3.5.2 The distinguishing mark inserted before
previously approved plans for a new contract, Characters of Class (SUL, SU-, SU, IY as
written application is to be made to IRS. appropriate) is assigned to new crafts where the hull
and its appendages, equipment and the machinery,
3.3 Scope of classification as appropriate are constructed under special survey
of IRS in compliance with the Rules to the
3.3.1 Classification covers crafts hull, appendages satisfaction of IRS.
and machinery including electrical systems to the
extent as specified in these Rules and Regulations. 3.6 Class notations Hull
3.4 Interpretation of the Rules 3.6.1 When requested by an Owner and agreed to by
IRS or when considered necessary by IRS, relevant
3.4.1 The correct interpretation of the requirements class notation(s) as detailed in 3.6.2 to 3.6.4 below
contained in the Rules and Regulations is the sole will be appended to the character of classification
responsibility and at the sole discretion of IRS. assigned to the craft e.g.
SUL, HSC, RS 0, Patrol.
3.5 Character of classification
3.6.2 Main Notations:
3.5.1 The following Characters and symbols are
assigned by IRS to indicate classification of High Depending on the type of craft one of the following
Speed Crafts and Light Crafts. main notations would be assigned:
a) Character SUL assigned to sea-going crafts a) Notation HSC to crafts for which the HSC
indicates that the hull and its appendages and Code is applicable as defined in 2.1.1a.
equipment (i.e. anchors, chain cable and
hawsers) meet the Rule requirements for b) Notation LC to other fast crafts of light
assignment of this Character of Class. construction as defined in 2.1.1b. Where such
crafts satisfy the high speed criteria given in
Guidance Note : Appendages to the hull 2.2.27, notation HSLC would be assigned.
referred to in 3.5.1 a), b) and c) means the

Page 13 of 19
3.6.3 Service area restriction notations: materials are to be manufactured at works

recognized* by IRS for the type of product being
a) Depending on the sea conditions in service area supplied. Alternatively, tests to the satisfaction of
for which the craft has been approved and IRS will be required to demonstrate the suitability of
constructed, or appropriate service restriction the proposed material.
notation would be assigned from those given in
the Table 3.6.3. Consideration may be given by IRS to accept the
works approved by IACS Member Societies with
Table 3.6.3 whom IRS currently has Cooperation Agreements
for this purpose.
Notation Design significant
wave height [m] 3.8.2 Certification of materials, components,
RS 0 Hs 4.0 m equipment and machinery is carried out on basis of
RS 1 2.5 Hs < 4.0 m the following, considering IRS and/or IMO
RS 2 0.6 < Hs < 2.5 m requirements, as applicable:
RS 3 Hs 0.6 m
a) Type approval carried out by IRS
b) In addition to the above, crafts may be assigned
b) Unit certification by IRS,
a service range notation limiting the distance in
nautical miles from the place of refuge or coast,
c) Alternative Certification Scheme by IRS
if requested : for example for operation within
(Refer to IRS Rules and Regulations for the
20 Nm from place of refuge or for operation
Construction and Classification of Steel
within 20 Nm from the coast.
Ships Pt 1, Ch 1, Sec 4),
3.6.4 Service type notation:
d) Mutual recognition of certificates, if type
approved by an IACS Member Society or
Depending on the primary nature of service
European Union recognized organization
provided by the crafts, one of the following
based on commonly agreed design
notations would be assigned:
requirements between IRS and the
recognized organization.
a) Passenger
b) Cargo
3.9 Request for surveys
c) Supply
d) Workboat
3.9.1 It is the responsibility of the Builders or
e) Pilot
Owners, as applicable, to inform the Surveyors of
f) Patrol
IRS in the port at which the surveys for supervision
g) Rescue.
during new construction or crafts in service are to be
undertaken and to ensure that all surveys for issue of
3.7 Class notations Machinery
class certificate for new construction, and
maintenance of class for crafts in service are carried
3.7.1 The notation SYJ assigned to crafts indicates
out.
that the control engineering equipment required for
unattended machinery spaces has been provided,
3.10 Repairs
installed and tested in accordance with the
requirements given in Chapter 14.
3.10.1 Any repairs to the hull, machinery and
equipment either as a result of damage or wear and
3.8 Materials, components, equipment and
tear which are required for the maintenance of the
machinery
crafts class are to be carried out under the
inspection of and to the satisfaction of the
3.8.1 The materials used in the construction of hull
Surveyors.
and machinery of crafts intended for classification,
or in the repair of crafts already classed, are to be of
3.10.2 Where a craft is damaged to an extent
good quality and free from defects and are to be
resulting in towage outside port limits, it shall be
tested in accordance with the relevant Rules. The

Chapter 1
Owners responsibility to notify IRS at the first

practicable opportunity. 3.13 Date of build
3.10.3 Where such repairs are effected at a port 3.13.1 The date of completion of the special survey
where there is no Surveyor of IRS, the craft is to be inspection will normally be taken as the date of
surveyed by one of its Surveyors at the earliest build to be entered in the Register Book.
opportunity.
Where there is a substantial delay between
3.10.4 Where repairs to hull, machinery or completion of construction survey and the craft
equipment, which affect or may affect classification, commencing service, the date of commissioning
are to be carried out by a riding crew, they are to be may be specified on the classification certificate.
planned in advance. A complete repair procedure
including the extent of proposed repairs and the need When modifications are carried out on a craft, the
for Surveyors attendance during the voyage is to be initial date of build remains assigned to the craft.
submitted to and agreed upon by the Surveyor
reasonably in advance. Failure to notify IRS, in 3.13.2 When a complete replacement or addition of
advance of the repairs, may result in suspension of a major portion of the craft (e.g. fwd.section,
the crafts class. midship section or aft section) is involved, the
following applies:
Where in any emergency circumstance, emergency
repairs are to be effected immediately, the repairs - Date of build assigned to each portion of
should be documented in the crafts log and the craft will be indicated on the
submitted thereafter to IRS for use in determining classification certificate, and the date of
further survey requirements. modification will be indicated in the
Register Book.
3.11 Alterations
- Survey requirements shall be based on the
3.11.1 Any alterations proposed to be carried out to date of build associated with each major
approved scantlings and arrangements of the hull, portion of the craft.
machinery or equipment are to meet with the
approval of IRS and for this purpose plans and 3.14 Appeal from Surveyors recommendations
technical particulars are to be submitted for approval
in advance. Such approved alterations are to be 3.14.1 If the recommendations of the Surveyors are
carried out under the inspection of, and to the considered in any case to be unnecessary or
satisfaction of the Surveyors. If such alterations are unreasonable, appeal may be made to IRS, who may
carried out on items which may affect the direct a special examination to be held.
classification of the craft without informing IRS, the
class of the craft will be liable to be suspended 3.15 Certificates
except in the case of emergency repairs mentioned
in 3.10.4 3.15.1 Certificates of Class will be issued to
Builders or Owners when the required reports on
3.12 Date of contract for construction completion of Special Surveys of new crafts or of
existing crafts submitted for classification have been
3.12.1 The date of contract for construction of a received from the Surveyors and approved by IRS.
craft is the date on which the contract to build the
craft is signed between the prospective owner and 3.15.2 Certificates of class maintenance in respect of
the builder. This date and the construction numbers completed periodical special surveys of hull and
(i.e. hull numbers) of all the crafts included in the machinery will also be issued to Owners.
contract are to be declared to IRS by the party
applying for the assignment of class to a new 3.15.3 The Surveyors are permitted to issue Interim
building. (Also refer to Rules and Regulations for Certificates to enable a craft, classed with IRS, to
the Construction and Classification of Steel Ships proceed on her voyage provided that, in their
Pt1, Ch 1, 2.14). opinion, it is in a fit and efficient condition. Such
Certificates will contain Surveyors recommen-

Page 15 of 19
dations for continuance of Class, but in all cases are conditions of class are not dealt with by the due date
subject to confirmation by IRS. or postponed by agreement, by the due date.
3.15.4 Individual Certificates can also be issued for 3.16.1.7 The class of a craft is liable to be withheld
propelling machinery, boilers, equipments and or, if already granted, may be withdrawn in case of
fittings which have been manufactured under IRS any nonpayment of fees or expenses chargeable for
Survey and in accordance with these Regulations. the service rendered.
3.16 Suspension, withdrawal and deletion of class 3.16.1.8 Where any craft proceeds to sea with a less
freeboard than that approved by IRS or when the
3.16.1 Suspension freeboard marks are placed higher on the ships
sides than the position assigned or approved by IRS,
3.16.1.1 The class of a craft will be automatically the ships class will be suspended.
suspended from the expiry date of the Certificate of
Class or by the expiry date of any extension granted, 3.16.1.9 When it is found that a craft is being
if the special survey has not been completed by the operated in a manner contrary to that agreed at the
due date and an extension has not been agreed to, or time of classification, or is being operated in
the vessel is not under attendance by the Surveyor conditions or in areas more onerous than those
with a view to complete the surveys prior to agreed, the class will be suspended.
resuming service.
3.16.1.10 The class of a craft will be liable to be
3.16.1.2 The class of a craft will also be suspended if the Owner fails to notify IRS of any
automatically suspended if the annual, intermediate damage to the crafts hull, machinery or equipment,
survey become overdue. which may adversely affect classification of the
vessel or subsequently fails to arrange for the survey
3.16.1.3 Classification will be reinstated upon as may be advised by IRS.
satisfactory completion of overdue survey. The
scope of the overdue surveys will be based on the 3.16.1.11 The class of a craft will be suspended after
survey requirements applicable to the craft at the a major casualty to the craft, such as grounding,
original due date and not based on the age of the sinking or breaking up, if the Owner is unable to
vessel when the survey is carried out. Such surveys arrange for the crafts survey by IRS and commence
will be credited from the date originally due. repairs within a reasonable period of the occurrence
However, the craft will remain dis-classed from the of the casualty, unless otherwise agreed to with IRS.
date of suspension until the date class is reinstated.
3.16.1.12 Crafts laid up in accordance with the
The Owners and the Flag State, where applicable, Rules prior to surveys becoming overdue will not be
would be informed in writing, of the suspension and suspended when surveys addressed above become
reinstatement of Classification. overdue.
However, crafts which are laid up after being
3.16.1.4 When the surveys relating to specific suspended as a result of surveys becoming overdue,
additional notations of hull or equipment or will remain suspended until the overdue surveys are
machinery have not been complied with and thereby completed.
the craft is not entitled to retain that notation, then
the specific notation will be suspended till the 3.16.2 Withdrawal
related surveys are completed.
3.16.2.1 Crafts class will be withdrawn, at the end
3.16.1.5 The class of craft will be subject to a of six months of suspension, if the Owner has not
suspension procedure if an item of continuous commenced any action to reinstate the crafts class.
survey is overdue at the time of annual survey, A longer suspension period may be granted when
unless the item is dealt with or postponed by the craft is not trading or in cases of lay-up awaiting
agreement. attendance for reinstatement or disposition, in the
event of a casualty.
3.16.1.6 The class of the craft will also be subject to
a suspension procedure if recommendations and/or 3.16.2.2 When the class of a craft holding IRS class,
is withdrawn by IRS in consequence of a request

Chapter 1
from the Owners, the notation "Class withdrawn at

Owners' request" (with date) will be made in the 3.17 Reclassification of crafts
subsequent reprints of the Register Of Ships. This
entry will continue till the crafts class is reinstated 3.17.1 When Owners request for reclassification of a
or deleted. craft for which the class previously assigned has
been withdrawn, IRS will require a Special Survey
3.16.2.3 When the Regulations as regards surveys on for Reclassification to be held by the IRS Surveyors.
the hull or equipment or machinery have not been The extent of the survey will depend upon the age of
complied with and the craft thereby is not entitled to the craft and the circumstances of each case.
retain her class, the class will be withdrawn and the
notation "Class withdrawn" (with date) will be made 3.17.2 If the craft is found or placed in good and
in the subsequent reprints of the Register Of Ships. efficient condition in accordance with the
This entry will continue till the crafts class is requirements of the Rules and Regulations at the
reinstated or deleted. Special Survey for Reclassification, IRS may decide
to reinstate her original class or assign such other
3.16.2.4 The withdrawal of a craft will be confirmed class as considered appropriate.
in writing to the Owner and the Flag State, where
applicable 3.17.3 The date of reclassification will appear in the
supplement to the Register Of Ships and the
3.16.3 Deletion of Class subsequent issue of Register Of Ships.
3.16.3.1 A craft will be considered to cease to 3.18 Transparency of Classification and

exist when it is destroyed by scrapping or by Statutory information
sinking to unsalvageable depths or abandoned by the
owner. 3.18.1 The classification and statutory information
which may be released to Shipowners, Flag State,
3.16.3.2 A craft can also be considered to cease to Port State, Insurance company and Shipyards as
exist when it is broken up either by grounding or relevant and the conditions for their release are
due to structural failure or due to actions of war or indicated in Rules and Regulations for the
sabotage. Construction and Classification of Steel Ships, Pt1,
Ch1, Table 2.21.1.
3.16.3.3 Crafts class will be deleted when it ceases
to exist.
Section 4
Classification of Crafts Built under the Survey of

4.1 Classification of new construction complied with if they become applicable based on
any other criteria such as the date on which craft is
4.1.1 The request for classification of new constructed (keel laid).
constructions is to be submitted to IRS by the
shipyard or shipowner in the form provided by IRS. 4.1.2 When the shipyard places orders for major
The request is to include complete details regarding machinery and equipment on manufacturer or
class notation and statutory certificates required, suppliers, IRS will have to be informed.
where applicable. Responsibility for compliance with IRS Rules and
Regulations shall be with the
The IRS Rules in force on the date of contract for manufacturers/suppliers.
construction of the craft (See 3.12) will be
applicable for classification, in general. However, Where relevant, the date of application for
statutory requirements coming into force after the certification of specific major machinery will also be
date of contract for construction may have to be considered in addition to the date of contract for

Page 17 of 19
construction of the craft, for determining the compliance with current engineering practices and
applicable rules for such machinery. welded parts are produced by qualified welders.
4.1.3 Plans and particulars as specified in the Rules 4.1.6 All hull, machinery and electrical installations
will have to be submitted to IRS in triplicate will be subjected to operational trials in the presence
sufficiently in advance of commencement of of IRS Surveyor.
construction. One copy with stamp of approval will
be returned. Any deviation from approved drawings 4.1.7 On completion of the craft, copies of as fitted
will require to be approved by IRS prior to plans showing the craft as built, essential certificates
execution of work. and records, loading manual etc. are to be submitted
by the Builder generally prior to issuance of the
IRS reserves the right to request for additional plans, Interim Certificate of Class.
information or particulars to be submitted.
4.2 Scope
Where it is proposed to use existing previously
approved plans for a new contract, written 4.2.1 The items listed below, where applicable, are
application is to be made to IRS. covered by these requirements and are subject to
approval by IRS:
Approval of plans and calculations by IRS does not
relieve the Builders of their responsibility for the Materials
design, construction and installation of the various Structural strength
parts, nor does it absolve the Builders from their Stability intact and damaged
duty of carrying out any alterations or additions to Weathertight / watertight integrity
the various parts on board deemed necessary by IRS Anchoring and mooring equipment
during construction or installation on board or trials. Propulsion machinery, including shafts and
propellers
4.1.4 IRS will assess the production facilities and
Steering gear and rudders
procedures of the shipyard and other manufacturers
Auxiliary machinery
as to whether they meet the requirements of the
construction Rules. Remote control systems
Pumping and piping systems, including valves
4.1.5 During construction of a craft, IRS will ensure Boilers and pressure vessels
by surveys that parts of hull and machinery requiring Electrical installations
approval have been constructed in compliance with Fire safety.
approved drawings, all required tests and trials are
performed satisfactorily, workmanship is in
Section 5
Classification of Crafts not Built under the Survey of

5.1 General procedure for classification of crafts to satisfy themselves regarding the workmanship
not built under survey of IRS and to verify the approved scantlings and
arrangements. The scope of these surveys may,
5.1.1 Plans of hull and machinery in duplicate, however, be modified in the case of crafts built
together with torsional vibration calculations, where under the Special Survey and holding valid
applicable, as specified in 5.2 are to be submitted for certificates of class of established classification
approval. It is preferable to have the plans approved societies, if prior to commencement of survey by
before the classification survey is commenced. IRS, documentary evidence of all hull and
machinery classification surveys held by the other
5.1.2 Full special classification surveys would society subsequent to last special survey carried out
require to be carried out by IRS Surveyors in order by them could be produced. In such cases, a special

Chapter 1
survey notation will not be assigned in conjunction Midship section

with the classification survey. The next special Longitudinal section and decks
survey therefore would become due five years from Cross deck structure
the special survey held by the other society and not Shell expansion plan
five years from classification with IRS. Transverse bulkheads
Fore body structure
In cases of transfer of class from another society to
Aft body structure
single class of IRS, the interim certificate of class or
Rudder and rudder stock
any other documents enabling the craft to trade, can
be issued: Hatch covers
a) In case of vessels less than 15 years of age Fire detection, fighting and extinction and such
other plans as may be requested.
only after IRS has completed all overdue
surveys and overdue recommendations/ 5.2.2 It would normally be expected that particulars
conditions of class issued earlier against the of the process of manufacture and testing of material
vessel, as specified to the Owner by the of construction are furnished. Consideration will
previous society. however be given to waiving this where such
particulars are not readily available, provided it can
b) In case of vessels 15 years of age and over be established that the relevant craft has been
originally built under special survey of an
established classification society and continues to be
only after the previous society has
so classed with an established classification society.
completed all overdue surveys and all
In case of crafts, which have been originally built
overdue recommendations / conditions of
under the special survey of an established
class issued earlier against the vessel.
classification society but subsequently not
maintaining class, it should additionally be possible
5.1.3 For crafts not built under survey of IRS but
to ascertain reasonably that no changes that would
subsequently taken in class with the above
significantly affect the material specifications, have
procedure, the mark signifying the survey during
taken place.
construction will be omitted.
5.2.3 Following machinery plans together with the
5.1.4 Once a craft has been taken into IRS class,
particulars of the materials used in the construction
periodical surveys are subsequently to be held as per
of the boilers, air receivers and important forgings
these rules.
should be furnished.
5.2 Plans and data to be furnished as required in
For information
5.1.1
5.2.1 Plans of hull and equipment showing the main General machinery lay-out
scantlings and arrangements of the actual craft and
any proposed alterations are to be submitted for For approval
approval. These should normally comprise of the
following plans: Thrust, intermediate and propeller shafting
Propeller
For information Main engines, propulsion gears and clutch
systems (or manufacturer, make, model and
General arrangement rating information)
Capacity plan Bilge and ballast piping system
Hydrostatic curves Wiring diagram
Loading manual Steering gear systems, piping and arrangements
Lightweight distribution and steering gear manufacturer make and model
Operating manual. information
Additional plans for vessels with unattended
For approval machinery spaces

Page 19 of 19
Description and/or block diagram of method of Fire prevention, including details in way of
operation of the control system. fuel oil pressure pipes
Overall alarm system including test
Line diagrams of the control system for: schedule.
Main propelling machinery and essential 5.2.4 Calculations of torsional vibration

auxiliaries characteristics of the main propelling machinery are
Bilge level systems to be furnished specially for crafts which have been
Boiler controls in service for less than about 2 years.
Fire detection
End Of Chapter

Rules and Regulations for the Construction and Classification of High Speed Crafts and Light Crafts 2016
Page 1 of 30
Chapter 2
Periodical Surveys
Contents
Section
1 General Requirements
2 Annual Surveys
3 Intermediate Surveys
4 Docking Surveys
5 Special Surveys Hull
6 Special Surveys Machinery
7 Surveys of Propeller Shafts, Tube Shafts and Propellers
8 Planned Maintenance System
Section 1
General Requirements
1.1 General tank when substantial corrosion has been found in

that tank.
1.1.1 All crafts are to be subjected to periodical
surveys for the purpose of ascertaining the condition 1.2.2 A Transverse section includes all
of the structure, machinery, installations and longitudinal members such as plating, longitudinals
equipment. Survey notations and survey intervals and girders at the deck, side, bottom, inner bottom
corresponding to the main class are given in Table and hopper side plating, longitudinal bulkheads and
1.1.1. Where additional class notations have been bottom plating in top wing tanks.
assigned, surveys are to be carried out at intervals
given in Table 1.1.2.
1.2.3 Representative spaces/tanks are those which
Where boilers, steam generators, steam pipes and are expected to reflect the condition of other
condensers are fitted onboard, they are to be spaces/tanks of similar type and service and with
surveyed in accordance with the requirements given similar corrosion protection systems. When
in Rules and Regulations for the Construction and selecting Representative Spaces/Tanks account is
Classification of Steel Ships Pt.1 Ch.2. be taken of the service and repair history onboard
and identifiable Critical Areas and/or Suspect
1.1.2 Crafts with additional class notations for which Areas.
there are no specific survey requirements defined in
this chapter are to have the equipment and/or 1.2.4 Suspect areas are locations showing
construction related to this additional class notation Substantial Corrosion and/or considered by the
examined to the surveyors satisfaction at each Surveyor to be prone to rapid wastage.
special survey. However, at the time of annual
surveys, the continued effectiveness of operational 1.2.5 Critical areas are locations which have been
features, safety devices and control systems are to be identified from calculations to require monitoring
verified. or from the service history of the subject ship or
sister ships (if available) to be sensitive to cracking,
1.2 Definitions buckling or corrosion which would impair the
structural integrity of the ship.
1.2.1 A Ballast tank is a tank which is being used
solely for water ballast. A tank which is used for
both cargo and ballast will be treated as a ballast

Chapter 2
Page 2 of 30 Periodical Surveys
Table 1.1.1 : Periodical survey and intervals for main class survey notations
Survey Survey Notation Survey interval in years

Main Class
Hull : special survey SSH 5
Hull : continuous survey CSH 5
Machinery : special survey SSM 5
Machinery : continuous survey CSM 5
Intermediate survey IS 2 or 3 1)
Annual survey AS 1 2)
Docking survey
for crafts with HSC notation DS 1
for crafts other than with HSC notation 2.54)
Shaft Survey
Oil Lubricated SH (OL)
Fresh Water Lubricated Closed Loop System SH (FW-C)
Single Shaft Fresh Water Lubricated Open System SH (S-FW-O)
Single Shaft Corrosion Protected or Corrosion Resistant SH (S-CP-O) See Notes 3 & 5
Material, Water Lubricated Open System
Multiple Shaft, Water Lubricated Open System SH (M-O)
Single Shaft, Water Lubricated Open System SH (S-O)
Directional propellers, water jet units, or athwartship DP 55)

thrust propellers
Table 1.1.1 Notes :
1) May be carried out along with 2nd or 3rd AS, or in between.

2) May be carried out within 3 months on either side of the due date.
3) See Tables 7.2.1.3 and 7.2.2.3 for survey intervals of closed and open systems respectively.
4) At least 2 surveys are to be carried out within any 5 years, of which one survey is to be in conjunction
with the special survey. The interval between two consecutive surveys is not to exceed 3 years.
5) Upon request, IRS may extend the survey period to harmonise with docking survey and in accordance
with the requirements of Section 7.

Page 3 of 30
Table 1.1.2 : Periodical survey intervals for additional class survey notations
Survey Survey Notation Survey interval in years

Additional Class
Unattended machinery spaces
Special Survey SS(SYJ) 5
Annual Survey AS(SYJ) 11
Planned Maintenance System of Machinery
Annual Audit AA(PMS) 12
Note : 1) May be carried out within 3 months on either side of due date.
2) To be carried out in conjunction with annual survey.
1.2.6 Protective coatings are to be usually epoxy 1.2.11 Anniversary date means the day and month
coating or equivalent. Other coating systems may of each year corresponding to the expiry date of the
be considered acceptable as alternatives provided classification certificate.
they are applied and maintained in compliance with
the manufacturer's specifications. 1.3 Survey preplanning and record keeping
1.2.7 Soft coatings Where soft coatings have been 1.3.1 Plans and procedures for special periodical
applied, safe access is to be provided for the surveys, special continuous surveys and dry docking
Surveyor to verify the effectiveness of the coating surveys are to be submitted for review in advance of
and to carry out an assessment of the conditions of the survey and made available on board. These are
the internal structures which may include spot to include drawings or forms for identifying the
removal of the coating. When safe access cannot be areas to be surveyed, the extent of hull cleaning,
provided, the soft coating is to be removed. non-destructive testing locations (including NDT
methods), nomenclature and for the recording of any
1.2.8 Coating condition is defined as follows : damage or deterioration found. Submitted data, after
GOOD - Condition with only minor spot rusting; review by the Surveyor will be subject to review if
FAIR - Condition with local breakdown at edges and found to be necessary in light of experience.
weld connections and/or light rusting over 20 per
cent or more of areas under consideration, but less 1.4 Laid up vessels
than as defined for POOR condition;
POOR - Condition with general breakdown of 1.4.1 Survey during lay-up
coating over 20 per cent or more of areas or hard
scale at 10 per cent or more of areas under 1.4.2 When a vessel is laid up and IRS is so
consideration. informed and the attending surveyor has so
recommended, the periodical surveys required by
1.2.9 Spaces are separate compartments including 1.1.1, except Annual Surveys, may be postponed at
holds and tanks the discretion of IRS depending upon the vessel's
lay-up location, the maintenance and preservative
1.2.10 A prompt and thorough repair is a measures taken during the lay-up. During lay-up,
permanent repair completed at the time of survey to the vessel is to comply with the following:-
the satisfaction of the Surveyor, therein removing
the need for the imposition of any associated a) The vessel is to be adequately manned in
condition of classification. accordance with the statutory requirements
prevailing at the location of lay-up.

Chapter 2
b) Adequate power is to be available on board to and experience of the Chief Engineer for the
meet the following requirements:- consideration of IRS.
Further particulars of this scheme may be obtained
- fire fighting; from IRS Head Office
- bilge pumping; 1.7 Surveys for damage
- lighting; 1.7.1 It is the responsibility of the owner/operator of
the craft to report to IRS without delay any damage,
- communication with shore; defect or breakdown, which could invalidate the
conditions for which a classification has been
- needs of crew on board, and assigned so that it may be examined at the earliest
opportunity by IRS Surveyor(s). All repairs found
- operating anchor and mooring winches necessary by the Surveyor are to be carried out to his
within a reasonable time. satisfaction.
c) All Conditions of Class have been suitably dealt 1.8 Repairs
with or have been postponed till the next scheduled
general examination. 1.8.1 Any damage and / or wastage over the
allowable limits (including buckling, grooving,
1.4.3 During lay-up, vessels are to be subjected to a detachment or fracture), which affects or, in the
general examination every year. opinion of the Surveyor, will affect the vessel's
structural, watertight or weathertight integrity, is to
1.5 Reactivation survey be repaired promptly and thoroughly as defined in
1.2.10. Areas to be considered as relevant, include:
1.5.1 In the case of crafts which have been out of
service for an extended period, the requirements for - side structure and side plating;
reactivation surveys will be specially considered in - deck structure and deck plating;
each case with due regard given to the status of - bottom structure and bottom plating;
surveys at the time of commencements of the lay-up - inner bottom structure and inner bottom plating;
period, the lengths of the period and conditions - inner side structure and inner side plating;
under which the craft had been maintained during - longitudinal bulkhead(s) plating and structure;
the period, but will at least include a sea trial for - transverse watertight or oiltight bulkheads,
function testing of machinery installation. plating and structure; and
- hatch covers or hatch coamings.
1.6 Surveys by Chief Engineers
Where adequate repair facilities are not available,
1.6.1 Continuous machinery Surveys of some consideration may be given to allow the vessel to
machinery items may be carried out, subject to proceed directly to a repair facility. This may require
certain conditions, under the supervision of the discharging the cargo and/or temporary repairs for
Chief Engineer of the ship at ports where IRS is not the intended voyage.
represented and where practicable, at sea. Additionally, when a survey results in the
identification of substantial corrosion or structural
1.6.2 A limited confirmatory Survey should be defects, either of which, in the opinion of the
carried out at the next port of call by an exclusive Surveyor, will impair the vessel's fitness for
Surveyor of IRS. Where IRS Surveyor is not continued service, remedial measures are to be
available, such Survey may be carried out by the implemented before the ship continues in service.
exclusive Surveyor of a Society with whom IRS
has collaboration agreement in force. 1.9 Alterations
1.6.3 Where an Owner wishes to make use of this 1.9.1 No alterations which may affect classification
type of Survey an application will have to be made are to be made to the hull or machinery of a classed
by the Owner stating the name, age, qualifications craft unless plans of proposed alterations are
submitted and approved by IRS before the work of
Page 5 of 30
alterations is commenced. Such work is to be carried while carrying out the survey and adequate
out in accordance with approved plans and tested on assistance is provided.
completion as required by the Rules and to the
satisfaction of the Surveyor(s). 1.11.3 Tanks and spaces are to be safe for access,
i.e. gas freed, ventilated, etc. Tanks and spaces are to
1.10 Unscheduled surveys be reasonably clean and free from water, scale, dirt,
oil residues, etc. to reveal significant corrosion,
1.10.1 On the event that IRS has reason to believe deformation, fractures, damages and other structural
that it Rules and Regulations are not being complied deterioration.
with IRS reserves the right to perform unscheduled
surveys of the hull or machinery. 1.11.4 Adequate illumination is to be provided to
reveal significant corrosion, deformation, fractures,
1.11 Provisions for hull surveys damages or other structural deterioration.
1.11.1 The Surveyors are to be provided with 1.11.5 For overall examination, means are to be
necessary facilities for a safe execution of survey. provided to enable the Surveyor to examine the
structure in a safe and practical way.
1.11.2 The surveys at sea or at anchorages may be
carried out provided necessary precautions are taken
Section 2
Annual Surveys
2.1 General c) Weather decks.

d) Ventilation coamings and ventilation ducts for
2.1.1 Annual class surveys are to be carried out engine or boiler rooms with dampers.
within 3 months on either side of the due date. These e) Air pipes.
are to be held concurrently with statutory annual or f) Windows, deadlights and side scuttles.
other relevant statutory surveys, where practicable. g) Watertight doors in crafts bow, sides and stern.
h) Scuppers, discharges and valves with hull
2.1.2 Satisfactory completion of annual survey will attachments (so far as practicable).
be confirmed by endorsement of the class certificate. i) Exposed casings and skylights.
j) Deckhouses and companionways.
2.1.3 Annual surveys are normally visual k) Superstructure bulkheads and W.T. doors and
examination to ascertain the general condition of the penetrations.
craft or that relevant requirements are complied l) Chutes and other openings.
with. A more thorough annual survey may be m) Bilge level detection and alarm systems on
specified for particular structure, machinery crafts with SYJ notation.
installations or equipment due to consequences of n) Anchoring and mooring arrangement.
failure or age. o) Guardrails, bulwark, gangways, lifelines,
freeing ports and shutters.
2.2 Survey requirements for all vessels p) Main and auxiliary steering arrangement,
including their associated equipment and
2.2.1 The efficient condition of the following is to control equipment and verification that log book
be verified: entries have been made in accordance with
statutory requirements when applicable.
a) Complete overall examination of craft structure q) Machinery spaces, with particular attention
including all internal void spaces and critical being given to the propulsion system, and to the
structure behind fire insulation as deemed existence of any fire and explosion hazards.
necessary by the Surveyor. Where applicable, emergency escape routes to
b) Hatchways on freeboard and superstructure be checked.
decks.

Chapter 2
r) Means of communication between the bridge 2.3 Additional requirements for vessel with class
and the machinery control position as well as notation HSC
the bridge and the alternative steering position,
if fitted. 2.3.1 In addition to the requirements of 2.2,
s) The bilge pumping systems and bilge wells, following is to be complied with:
including operations of extended spindles, self
closing drain cocks and level alarms, where a) Following documentation is to be available on
fitted, are to be examined so far is practicable. board:
Satisfactory operation of the bilge pumps
including any hand pumps, is to be tested. High speed craft safety certificate
t) Any pressure vessels including safety devices, according to the HSC code (passenger or
foundations, controls, relieving gear, associated cargo craft as applicable) OR
piping systems, insulation and gauges are to be - Dynamically supported craft
generally examined. construction and equipment certificate
u) The electrical equipment and cabling forming according to DSC code; OR
the main and emergency installations are to be - Passenger ship safety certificate
generally examined under operating conditions referring to the DSC code;
so far as is practicable. The satisfactory Permit to operate high speed craft; OR
operation of the main and emergency sources of - Permit to operate dynamically
power and electrical services essential for safety supported craft;
in an emergency is to be verified. Where the Record of assignment of loadline (if
sources of power are automatically controlled, applicable);
they are to be tested in the automatic mode. Speed versus significant wave height
Bonding straps for the control of static operational restrictions;
electricity and earthing arrangements are to be Operational manual.
examined where fitted.
v) Remote control on quick closing or stop of b) An external examination of the crafts bottom.
valves, pumps, fans, fire dampers. If permitted by Flag State, bottom survey may
be carried out afloat, as per 4.2.
Section 3
Intermediate Surveys
3.1 General is to be carried out as required below. If such

inspections reveal no visible structural defects then
3.1.1 Intermediate surveys are to be held the examination may be limited to a verification that
concurrently with statutory annual on other relevant the protective coating remains in good condition.
statutory surveys wherever practical, at or between When considered necessary by the Surveyor
the second or third annual survey. thickness measurement of the structure is to be
carried out. Where the protective coating is found to
3.1.2 The following requirements are in addition to be other than in good condition and it has not been
those for annual survey and are applicable to crafts repaired, maintenance of class will be subject to the
over five years of age. For crafts below 5 years of spaces in question being internally examined and
age, additional examination over and above the gauged as necessary at annual surveys.
requirements of annual survey may be required at
the discretion of the Surveyors. a) For all crafts over five years of age and upto ten
years of age, representative salt water ballast
3.2 Survey requirements for all vessels tanks, integral sanitary tanks and bilges are to
be generally examined. Where the protective
3.2.1 For steel crafts, a general examination of salt coating is found to be other than in good
water ballast tanks, integral sanitary tanks and bilges condition, or other defects are found, the
Page 7 of 30
examination is to be extended to other spaces of 3.2.3 The electrical generating sets are to be
the same type. examined under working condition.
b) For crafts over ten years of age all salt water
ballast tanks, integral sanitary tanks and bilges 3.2.4 Representative internal spaces including fore
are to be generally examined. and aft peak spaces, machinery spaces, bilges, etc.
are to be generally examined, including any suspect
3.2.2 For crafts over ten years of age, anchors are to areas.
be partially lowered and raised using the windlass.
Section 4
Docking Surveys
4.1 General c) For composite hulls, the gelcoat or other
protective finish is to be examined for surface
4.1.1 At docking or in-water surveys, an cracking, blistering or other damage which may
examination of the crafts hull and machinery, as far impair the efficiency of the protection to the
as necessary and practicable is to be carried out to underlying laminate.
ascertain the general condition.
4.1.5 The clearances in the rudder bearings are to be
4.1.2 Attention is to also be given to any relevant ascertained. The rudder is to be lifted for
statutory requirements of the Administration of the examination of the pintles, if considered necessary
country in which the craft is registered. by the Surveyor. The securing of the rudder
Consideration may be given at the discretion of IRS, couplings and/or pintle fastenings is to be
to any special circumstances justifying an extension confirmed.
or reduction of the docking survey interval specified
in Table 1.1.1. 4.1.6 When chain cables are ranged, the anchors and
cables are to be examined by the Surveyor.
4.1.3 The craft is to be placed on blocks of sufficient
height in a drydock or on a slipway and proper 4.1.7 The sea connections and overboard discharge
staging is to be erected as may be necessary, for the valves, their attachments to the hull and the gratings
examination of the outside of the hull, rudder(s) and at the sea inlets are to be examined.
underwater fittings. The outside surface of the hull is
to be cleaned as may be required by the Surveyor. 4.1.8 The propeller and fastenings are to be
examined for erosion, fitting, cracking of blades or
Particular attention is to be given to the part of the possible contact damage. The clearances in the stern
external hull structure liable to structural bush is to be measured. In the case of oil glands, this
deterioration from causes such as high stresses, requirement may be waived if an approved oil gland
chafing, lying on the ground, areas of structural is fitted so that the oil gland is not disturbed,
discontinuity and shell plating in way of side, bow provided the sealing arrangement appears
and stern doors. satisfactory. If poker gauges or other devices are
provided for ascertaining the wear in an oil
4.1.4 The following parts of the external hull lubricated stern bush, the clearance in the bush is to
structure are to be specially examined: be measured.
a) For steel hulls attention is to be given to parts of 4.1.9 The inboard shaft seals or glands are to be
the structure particularly liable to excessive examined. Where flexible stern glands are fitted, the
corrosion and to any undue distortion of the satisfactory condition of the rubber hose and
plating of the bottom. The coating system is to securing clips is to be confirmed.
be examined and made good as necessary.
b) For aluminium alloy hulls attention is to be 4.1.10 For variable pitch propellers, tightness of hub
given to areas adjacent to any bimetallic and blade sealing is to be verified and locking
connections at skin fittings etc. arrangements for bolts to be checked. Dismantling

Chapter 2
may be required to the extent found necessary by the 4.2 In-water surveys
Surveyor.
4.2.1 IRS may accept an in-water survey in lieu of
4.1.11 Special attention is to be given to the hull in the annual or intermediate docking between special
way of underwater fittings such as transverse surveys required in a five-year period, provided the
thrusters, stabilizers etc. interval between two examinations in drydock or on
slipway does not exceed five years.
4.1.12 For water jets, steering gear external to the
transom is to be surveyed and function tested. 4.2.2 The in-water survey is to provide the
Impeller, hull ducting, grating, nozzle steering and information normally obtained from a docking
reversing arrangements are to be examined as far as survey, so far as practicable. Proposals for in-water
possible. survey are to be submitted in advance so that
satisfactory arrangements can be agreed with IRS.
4.1.13 When transom mounted propulsion units are
fitted, the steering arrangements and any flexible 4.2.3 The in-water survey is to be carried out at
transom seal are to be examined. agreed location under the surveillance of a surveyor,
with the craft in sheltered waters, the in-water
4.1.14 When applicable, attention is to be given to visibility is to be good and the hull below waterline
the connecting and/or intersection of the cross deck is to be sufficiently clean to permit meaningful
structure to the hulls of multi hull craft. examination. The surveyor is to be satisfied that the
method of pictorial presentation is satisfactory. IRS
4.1.15 For hydrofoil or foil assisted crafts, the is to be satisfied with the method of localization of
attachment of the foils is to be examined. the divers on the plating, which is to make use of,
where necessary, permanent markings on the plating
4.1.16 Corrosion protection systems or coatings are at selected points. A good two way communication
to be surveyed. Any deterioration is to be repaired or between surveyor and diver is to be provided.
renewed.
4.2.4 Diving and in-water survey operations are to
4.1.17 Earth fault detection equipment for craft built be carried out by firms recognized by IRS, using
in aluminium is to be checked for proper qualified and trained divers.
functioning.
4.2.5 If the in-water survey reveals damage or
deterioration that requires early attention, the
surveyor may require the craft to be drydocked in
order that a detailed survey can be undertaken and
necessary repairs carried out.

Page 9 of 30
Section 5
Special Surveys Hull

5.1 General spread over a period of 5 years. Proposals for such
continuous surveys are to be submitted for the
5.1.1 All crafts classed with IRS are to undergo consideration of IRS. In general, approximately one
Special Surveys at 5 yearly intervals. The first fifth of the special survey is to be completed every
special survey is to be completed within 5 years year. All compartments of the hull are to be opened
from the date of the initial classification survey and for survey and testing in rotation such that not more
thereafter 5 years from the assigned date of the than 5 years elapse between consecutive
previous special survey. However, an extension of examination of each part.
class of 3 months maximum beyond the 5th year may
be granted in exceptional circumstances. In such Crafts which have completed satisfactorily the
cases, the next period of class will start from the survey of all the items on the above basis will have a
expiry date of the special survey before extension record entered in the supplement to the Register of
was granted. Ships indicating the date of completion of the
survey.
5.1.2 The interval between the special surveys may
be reduced at the request of the parties concerned or 5.1.9 The requirements of Sec.2 and 3, as applicable,
by IRS if considered appropriate. are to be complied with for all ships.
5.1.3 For surveys completed within 3 months before 5.1.10 A docking survey in accordance with the
the expiry date of the special survey, the next period requirements of Sec.4 is to be carried out as part of
of class will start from the expiry date of the special the special survey.
survey. For surveys completed more than 3 months
before the expiry date of the special survey, the 5.2 Preparation for survey
period of class will start from the survey completion
date. 5.2.1 The ship is to be prepared for overall survey in
accordance with the requirements of Table 5.2.1.
5.1.4 The special survey may be commenced at the The preparation is to be of sufficient extent to
4th annual survey and be progressed with a view to facilitate an examination to ascertain any excessive
completion by the 5th anniversary date. Special corrosion, deformation, fractures, damages and other
surveys which are commenced prior to the due date structural deterioration.
are not to extend over a period greater than twelve
months, except with prior approval of IRS. 5.3 Examination and testing, general requirement
for all crafts
5.1.5 As part of the preparation for special survey,
the thickness measurement and survey programme is 5.3.1 All spaces within the hull and superstructure
to be dealt with, in advance of the special survey. are to be examined.
The thickness measurement is not to be held before
the 4th annual survey. 5.3.2 Double bottom compartments and all integral
tanks are to be tested by a head, which gives the
5.1.6 Record of special survey will not be assigned maximum pressure expected in service.
until the machinery survey has been completed or
postponed in agreement with IRS. Tanks, forming part of the underwater shell plating,
may be tested afloat provided their internal
5.1.7 Crafts which have satisfactorily passed a examination is also carried out afloat.
special survey will have a record entered in the
supplement to the Register Book indicating the 5.3.3 All watertight bulkheads are to be examined.
assigned date of special survey.
5.3.4 All decks, casings and superstructures are to be
5.1.8 IRS may, at the request of the owners, accept a examined. Attention is to be given to the corners of
special survey of the hull on a continuous basis

Chapter 2
openings and other discontinuities in the hull 5.3.9 The chain cables are to be ranged and anchors
structure. and the chain cables are to be examined.
5.3.5 The masts, standing rigging and anchors are to 5.3.10 Any length of chain cable which is found to
be examined. have reduced in mean diameter at its most worn part
by more than 12 per cent of its original rule diameter
5.3.6 The steering gear, and its connections and is to be renewed. The windlass is to be examined
control systems (main and alternative) are to be
examined. The various parts of the auxiliary steering 5.4 Examination and testing Additional items
gear are to be assembled and examined. for steel craft
5.3.7 The hand pumps and suctions, watertight 5.4.1 All tanks are to be examined internally in
doors, air and sounding pipes are to be examined. accordance with the requirements of Table 5.4.1.
5.3.8 The Surveyor is to satisfy himself regarding 5.4.2 For spaces used for salt water ballast,
the efficient condition of the following: excluding double bottom tanks, where a protective
coating is found in POOR condition (See Table 5.5.6
Means of escape from machinery spaces, crew for definition) and it is not renewed or where a
and passenger spaces and spaces where crew are protective coating was not applied from the time of
normally employed; construction, maintenance of class will be subject to
Means of communication between bridge and the space in question being internally examined and
engine room and between bridge and alternative gauged as necessary at annual surveys.
steering position;
Helm indicator. When extensive corrosion is found, thickness
gauging is to be carried out.

Page 11 of 30
Table 5.2.1 : Survey preparation
Special Survey I Special Survey II Special Survey III (Craft 15 years

(Craft 5 years old) (Craft 10 years old) old) and subsequent special surveys
i) The interior of the craft is to In addition to the requirements In addition to the requirements for
be sufficiently opened out for Special Survey I, the Special Survey II the following are to
by the removal of lining, following are to be complied be complied with:
ceiling/cabin sole, portable with:
tanks and ballast, etc. as i) Linings, ceiling/cabin soles,
required in order that the i) The chain locker is to etc. are to be removed as
Surveyor may be satisfied as be cleared and cleaned required in order that the
to the condition of suspect internally for examina- Surveyor may be satisfied as
areas of the structure. A tion of the structure and to the condition of the
record is to be made of those examination of the structure.
areas where lining, cable securing
ceiling/cabin sole etc., were arrangements. For steel craft:
opened out and where
equipment was removed The rudder is to be unshipped ii) Portions of wood sheathing,
during the survey. This for examination of the rudder or other covering, on steel
record is to be retained for stock and trunk at the discretion decks are to be removed, as
reference during subsequent of the Surveyor. considered necessary by the
surveys. Surveyor, in order to
ascertain the condition of the
ii) Machinery compartments, plating.
fore and aft peaks and other
spaces as directed by the iii) Where spaces are insulated,
Surveyor, are to be cleared sufficient insulation is to be
and cleaned as necessary, removed in each space to
and the bilges and limbers enable the Surveyors to be
all fore and aft are to be satisfied with the condition
cleaned and prepared for of the structure.
examination. Platform plates
in engine spaces are to be iv) Linings are to be removed in
lifted as may be necessary way of shell plating
for the examination of the immediately above tank top
structure below. Where connections to the side shell,
necessary, pipework may be in way of galleys/washrooms
required to be removed for and beneath portlights and
examination of the structure. windows.
iii) In way of the single and/or

double bottom areas, a
sufficient amount of
ceiling/cabin sole is to be
lifted to permit examination
of the bilges and/or tanktops
below.
iv) All integral tanks are to be

cleaned as necessary to
permit examination (for
steel craft see Table 3.5.2).

Chapter 2
Table 5.4.1 : Tank internal examination requirements for steel craft
Tank Special Survey Special Survey Special Survey Special Survey All subsequent
I (Craft 5 years II (Craft 10 III (Craft 15 IV (Craft 20 Special Surveys
old) years old) years old) years old)
Peaks All tanks All tanks All tanks All tanks All tanks
Salt water All tanks All tanks All tanks All tanks All tanks
ballast
Lubricating oil None None See Note 2 See Note 3 All tanks
Fresh water None See Note 1 See Note 2 See Note 3 All tanks
Oil fuel None See Note 1 See Note 2 See Note 3 All tanks
Sanitary All tanks All tanks All tanks All tanks All tanks
NOTES:
1. Tanks (excluding peak tanks) used exclusively for oil fuel or fresh water need not all be examined internally
provided that the Surveyor is satisfied with the condition, after both external examination and testing and from
an internal examination of the after end of one forward double bottom tank and of one selected deep tank.
2. Tanks (excluding peak tanks) used exclusively for oil fuel, oil fuel and fresh water ballast, or lubricating oil,
need not all be examined internally provided that the Surveyor is satisfied with the condition, after both
external examination and testing and from an internal examination of one double bottom tank forward and one
aft and one deep tank.
3. Tanks (excluding peak tanks) used exclusively for oil fuel, oil fuel and fresh water ballast, or lubricating oil,
need not all be examined internally provided that the Surveyor is satisfied with the condition, after both
external examination and testing and from internal examination of a least one double bottom tank amidships,
one forward and one aft and one deep tank.
4. When examining tanks internally the Surveyor is to verify that striking plates or other additional
reinforcement is fitted under sounding pipes. In the case of tanks fitted only with remote gauging facilities, the
satisfactory operation of the gauges is to be confirmed.
5.4.3 For salt water double bottom tanks where a 5.4.5 The structure in way of bimetallic connections
protective coating is found in POOR condition and it e.g. to aluminium alloy deckhouses is to be
has not been repaired or where a protective coating examined.
was not applied from the time of construction, the
maintenance of class may, at the discretion of IRS, 5.4.6 The Surveyors may require to measure the
be subject to the spaces in question being examined thickness of the material in any portion of the
and gauged as necessary at annual surveys. structure where signs of wastage are evident or
wastage is normally found. Any parts of the
When extensive corrosion is found, thickness structure which are found defective or excessively
gauging is to be carried out. reduced in scantlings are to be made good by
materials of the approved scantlings and quality. The
5.4.4 Wooden decks or sheathings are to be minimum requirements for thickness measurements
examined and if decay or rot is found or the wood is are given in 5.5.
excessively worn, the wood is to be renewed.
5.5 Thickness measurement for steel craft
Attention is to be given to the condition of the
plating under wood decks, sheathing or other deck 5.5.1 The surveyor may require to determine
coverings. Removal of such coverings may be thickness of the material by drilling or other
dispensed with if they are found to be sound and approved means where wastage is evident. Particular
adhering satisfactorily to the plating. attention is to be paid to structure in way of
discontinuities. Where thickness measurements are
taken by approved means other than drilling, the

Page 13 of 30
accuracy of such measurements are to be verified by corresponding original thickness. Furthermore, the
drilling in a few locations. report is to give the date when the measurements
were carried out type of measurement equipment,
5.5.2 Thickness measurements are to be taken at the names of personnel and their qualifications and has
forward and aft areas of all plates. In all cases the to be signed by the operator. The report is to be
measurements are to represent the average of the verified and countersigned by the Surveyor.
multiple measurements taken on each plate. The
number of measurement is to be increased where 5.6 Examination and testing Additional items
necessary to determine the extent of local substantial for aluminium alloy craft
corrosion. Where measured plates are renewed, the
thickness of adjacent plates in the same strake are to 5.6.1 The structure in way of any bimetallic
be reported. connections is to be examined and the efficiency of
the insulation arrangements confirmed.
5.5.3 The thickness measurements are normally to
be by means of ultrasonic test equipment and are to 5.6.2 The Surveyor may require to measure the
be carried out by an approved firm. thickness of the material in any portion of the
structure where signs of deterioration are evident or
5.5.4 Thickness measurements may be carried out may normally be found. Any parts of the structure
within the 12 months prior to the due date of the which are found defective or excessively reduced in
special survey. scantlings are to be made good by materials of the
approved scantlings and quality.
5.5.5 For areas in tanks where coating are found to
be in a GOOD condition, the extent of thickness 5.7 Examination and testing Additional items
measurements may be specially considered by the for composite craft
Surveyor.
5.7.1 The bonded attachments of frames, floors,
5.5.6 The minimum requirements for thickness bulkheads, structural joinery, engine bearers, stern-
measurements are indicated in Table 5.5.6. tubes, rudder tubes and integral tank boundaries are
to be examined.
5.5.7 Thickness measurements are normally to be
carried out under the supervision of the Surveyor. 5.7.2 The hull to deck joint together with any joints
However, the Surveyor may accept thickness between the deck and deckhouses or superstructures
measurements not carried out under his supervision are to be examined.
subject to re-checking the measurements as deemed
necessary to ensure acceptable accuracy. 5.7.3 The structure in way of the bolted attachment
of fittings including guardrail stanchions, windlass,
5.5.8 A thickness measurement report is to be shaft brackets, fendering, mooring bitts, etc. is to be
prepared. The report is to give the location of examined.
measurements, the thickness measured as well as

Chapter 2
Table 5.5.6 : Thickness measurement of steel craft

Special Survey I Special Survey II Special Survey III Special Survey IV and
(Craft 5 years old) (Craft 10 years old) (Craft 15 years old) subsequent (Craft 20 years
old and over)
Suspect areas, as Suspect areas, as 1) Any exposed plating 1) All main deck plating
required by the required by the throughout the main outside deckhouses or
Surveyor and may Surveyor and may deck superstructures and
include areas where include areas where the 2) Shell plating in way of including plating in way
the coatings are found coatings are found to be the waterline throughout of wood deck planking
to be other than in other than in GOOD the length of the craft or sheathing
GOOD condition (see condition (see note 1) 3) Suspect areas, as 2) Shell plating in way of
note 1) required by the Surveyor and below, the waterline
and may include areas throughout the length of
where the coatings are the craft
found to be other than in 3) 2 transverse sections of
GOOD condition (see deck and shell plating
note 1) within 0.5L amidships
4) Suspect areas, as
required by the Surveyor
and to include as
applicable:
a) Areas where the
coatings are found to be
other than in GOOD
condition.
b) Shell and tanktop
plating immediately
adjacent to tank top
margins.
c) Bottom shell in way of
any cement, asphalt or
other composition.
d) Shell plating below
portlights and windows.
e) Tanktop plating below
ceiling or cabin soles.
f) Deck plating and side
shell plating in way of
galleys, washrooms and
refrigerated store
spaces.
g) Structure in way of
integral sanitary tanks.
NOTES:
1. Suspect areas are locations within the hull structure vulnerable to increased likelihood of structural
deterioration and may include, for steel hulls, areas of substantial corrosion and/or fatigue cracking.
2. Coating condition for steel craft is defined as follows:
Good : Condition with only minor spot rusting;
Fair : Condition with local breakdown at edges and weld connections and/or light rusting over 20 percent
or more of areas under consideration, but less than as defined for POOR condition;
Poor : Condition with general breakdown of coating over 20 percent or more of areas or hard scale
at 10 percent or more of areas under consideration.

Page 15 of 30
Section 6
Special Surveys Machinery
6.1 General 6.3 Survey requirements: Auxiliary engines
6.1.1 The machinery special survey becomes due 6.3.1 All auxiliary engines driving the generators
five years from the date of build or from the last and other essential machinery together with their
assigned machinery special survey (SSM) date. coolers and attached pumps are to be opened up and
examined as considered necessary by the Surveyor.
6.1.2 When due to special circumstances a special Alarms and safety devices fitted on these units are to
survey is commenced prior to its due date, the be included in this survey.
survey is to be completed within a period not
exceeding 9 months and not later than the expiry 6.4 Survey requirements: Air compressors,
date of the classification certificate including any receivers and starting air pipes
postponement that may be granted by IRS.
6.4.1 All air receivers and other pressure vessels for
6.1.3 If a craft at the time classification certificate essential services together with their mountings and
expires is not in a port in which it is to be surveyed, safety devices are to be cleaned internally and
IRS may upon owners request extend the validity of examined internally and externally. If an internal
the classification certificate for a period not examination of an air receiver is not practicable it is
exceeding 3 months. Such requests will only be to be tested hydraulically to 1.3 times the working
considered to enable the vessel to complete its pressure.
voyage to the port of survey and only in cases where
it is considered proper and reasonable to do so. 6.4.2 Air compressors are to be opened up and
coolers tested as considered necessary by the
6.1.4 Upon satisfactory completion of the machinery Surveyor. Selected pipes in the starting air systems
special survey an appropriate record will be entered are to be removed for internal examination and
in the supplement of Register of Ships. hammer tested. If an appreciable amount of
lubricating oil is found in the pipes the starting air
6.2 Continuous survey of machinery (CSM) system is to be thoroughly cleaned by steaming or
other suitable means. Some of the pipes selected are
6.2.1 At the request of the Owners and upon to be those adjacent to the starting air valves at the
approval of the proposed arrangement a system of cylinders and to the discharges from the air
continuous survey of machinery (CSM) may be compressors.
undertaken whereby the requirements of special
survey of machinery are completed within a five 6.5 Survey requirements: Propulsion system
year period. The survey cycle is to be such as would
ensure that the interval between consecutive 6.5.1 Athwartships thrust propellers are to be
examination of each item does not exceed five years generally examined so far as is possible in dry dock
and it is expected that approximately an equal and tested under working conditions afloat for
proportion of the machinery would be subjected for satisfactory operation.
survey each year.
6.5.2 All shafts (except screwshafts and tube shafts,
6.2.2 Further parts of machinery may require to be for which special arrangements are detailed in
opened if any defects are found during the course of Section 7), thrust block and all bearings are to be
Survey of any item and the defects made good to the examined. The lower halves of bearings need not be
satisfaction of the Surveyor. exposed if alignment and wear are found to be
acceptable.
6.2.3 Upon satisfactory completion of the
continuous machinery survey cycle, a record 6.5.3 An examination is to be made as far as
indicating the date of completion of the cycle will be practicable of all propulsion gears complete with all
shown in the supplement to the Register of Ships. wheels, pinions, shafts, bearings and gear teeth,

Chapter 2
thrust bearings and incorporated clutch other power transmission arrangements are to be
arrangements. opened up and examined as considered necessary by
the Surveyor.
6.6 Survey requirements: Independent fuel tanks
6.10 Survey requirements: Securing
6.6.1 Fuel tanks which do not form part of the ships arrangements
structure are to be examined internally and
externally and, if considered necessary by the 6.10.1 Holding down bolts and chocks of main and
Surveyor, they are to be tested. These need not be auxiliary engines, gear cases, thrust blocks and
examined at the first engine survey if they are found tunnel bearings are to be checked.
satisfactory on external examination. All mountings,
fittings and remote control devices are to be 6.11 Survey requirements: Shafting
examined as far as practicable.
6.11.1 Intermediate shafts and bearings, thrust
6.7 Survey requirements: Pumps, heat bearings and their seating are to be examined. The
exchangers, forced draught fans, etc. lower halves of bearings need not be exposed if
alignment and wear are found acceptable.
6.7.1 All pumps, heat exchangers, forced draught
fans, etc. used for essential purposes are to be 6.12 Survey requirements: Sea connections
opened up and examined as considered necessary by
the Surveyor. 6.12.1 All openings to the sea including sanitary and
other overboard discharges in the machinery spaces
6.8 Survey requirements: Pumping and piping and pump rooms together with valves and cocks are
system to be examined internally and externally. The
fastenings of valves and cocks to the hull are to be
6.8.1 The valves, cocks and strainers of the bilge examined and are to be renewed when considered
system including bilge injection are to be opened up necessary by the Surveyor.
as considered necessary by the Surveyor and
together with pipes, are to be examined and tested 6.13 Survey requirements: Windlass and steering
under working conditions. If non-return valves are machinery
fitted in hold bilges, these are to be opened up for
examination. 6.13.1 These are to be examined to ascertain that
they are in good working order. Any relief valves
6.8.2 The oil fuel, feed and lubricating systems and fitted are to be included in the above examination.
ballast connections together with all pressure filters,
heaters and coolers used for essential service, are to 6.14 Survey requirements: Internal combustion
be opened up and examined or tested as considered engines for propulsion
necessary by the Surveyor. All safety devices for the
foregoing are to be examined. 6.14.1 All working parts of the engines and their
attached pumps are to be opened and examined.
6.8.3 Non-metallic expansion joints in piping These are to include all cylinders, cylinder heads,
systems, if located in system which penetrates the valves and valve gear, pistons, piston rods, cross-
ships side and both the penetration and the non- heads, guides, connecting rods, crankshafts,
metallic expansion joint are located below the vibration dampers and all bearings, camshafts and
deepest load waterline, are to be examined and driving gear, fuel pumps and fittings, scavenge
replaced as necessary or at an interval recommended pumps, scavenge blowers and their prime movers,
by the manufacturer. superchargers, air compressors, inter coolers,
clutches, reverse gears, crankcase door fastenings
6.9 Survey requirements: Reduction gears, and explosion relief devices and such other parts of
flexible couplings and clutch arrangements the machinery as may be considered necessary.
Integral piping systems are to be examined. The
6.9.1 Reduction gears, flexible couplings and clutch maneuvering of engines is to be tested under
arrangements are to be opened as considered by the working condition.
Surveyor in order to permit the examination of the
gears, gear teeth, spiders, pinions, shafts and
bearings, reversing gears, etc. Essential parts of
Page 17 of 30
6.15 Survey requirements: Gas turbines and free are to be examined and over-current protective
piston gas generators for propulsion devices and fuses inspected to verify that they
provide suitable protection for their respective
6.15.1 The survey is to include opening and circuits.
examination of the following parts:
6.17.3 Generator circuit-breakers are to be tested, so
The blading, rotors and casings of the turbines, far as is practicable, to verify that protective devices
the impellers or blading, rotors and casing of air including preference tripping relays, if fitted, operate
compressors, the combustion chambers, satisfactorily.
burners, inter coolers, heat exchangers, gas and
air pressure piping and fittings and reversing 6.17.4 The electric cables and their securing
arrangements. When gas turbines operate in arrangements are to be examined, so far as is
conjunction with free piston gas generators, the practicable, without undue disturbance of fixtures or
following parts of the free piston gas generators casings unless opening up is considered necessary as
are to be opened and examined: the gas and air a result of observation or of the tests required by
compressor cylinders and pistons and the 6.17.1.
compressor end covers, the valves and valve
gear, fuel pumps and fittings, synchronizing and 6.17.5 The generator prime movers are to be
control gear, cooling system explosion relief surveyed and the governing of the engines tested.
devices, gas and air piping, receivers and valves The motors concerned with essential services
including by-pass. The maneuvering of engines together with associated control and switch gear are
is to be tested under working conditions. to be examined and if considered necessary, are to
be operated, so far as is practicable, under working
6.16 Survey requirements: Unattended conditions. All generators and steering gear motors
machinery spaces/Remote control systems are to be examined and are to be operated under
working conditions, though not necessarily under
6.16.1 Where remote and/or automatic controls such full load or simultaneously.
as bridge controls, bilge controls and bilge level
alarms, local hand controls, fire detection and 6.17.6 Where transformers or electrical apparatus
prevention, alarms warning systems and shut-offs, associated with supplies to essential services are
electric supply, main controls station, are fitted for liquid filled or cooled by a liquid in direct contact
essential machinery, they are to be examined and with current carrying parts, the owner is to arrange
tested to demonstrate that they are in good working for samples of the liquid to be taken and tested, by a
order. competent authority, in accordance with the
equipment manufacturers requirements, and a
6.16.2 During such trials the proper operation of the certificate giving the test results is to be furnished to
safety devices will be checked, in particular, such as the Surveyor.
emergency stops, emergency astern movement,
standby control of the propelling gear, fire alarm. 6.17.7 Navigation light indicators are to be tried
under working conditions, and correct operation on
6.16.3 The log recording the operating conditions is the failure of supply or failure of navigation lights
to be checked. If such scrutiny reveals that certain verified.
portion of the automated equipment has behaved
abnormally the cause of such failure is to be 6.17.8 The emergency sources of electrical power,
investigated and appropriate remedies determined. where fitted, together with their automatic
arrangements and associated circuits are to be tested.
6.17 Electrical equipment survey requirements
6.17.9 Emergency lighting, transitional emergency
6.17.1 An electrical insulation resistance test is to be lighting, supplementary emergency lighting, general
made on the electrical equipment and cables. The emergency alarm and pump address systems are to
installation may be sub-divided or equipment, which be tested as far as practicable.
may be damaged, disconnected for the purpose of
this test. 6.17.10 Where the craft is electrically propelled, the
propulsion motors, generators, cables and all
6.17.2 The fittings on the main and emergency ancillary electrical gear, exciters and ventilating
switchboards, section boards and distribution boards plant (including coolers) associated therewith are to

Chapter 2
be examined, and the insulation resistance to earth is to verify that they are functioning correctly.
to be tested. Special attention is to be given to Emergency over-speed governors are to be tested.
windings, commutators and slip-rings. The operation
of protective gear and alarm devices is to be 6.17.11 Where batteries provide the source of power
checked, so far as is practicable. Liquids for filling for any essential services, their installation,
and cooling, if used, are to be tested in accordance including charging and ventilation arrangements, is
with 6.17.6. Interlocks intended to prevent unsafe to be examined.
operations or unauthorized access are to be checked
Section 7
Surveys of Propeller Shafts, Tube Shafts and Propellers
7.1 General
.3 Tube Shaft. Tube shaft is a shaft placed between
7.1.1 At shaft surveys, propeller shafts and tube the intermediate shaft and propeller shaft, normally
shafts if any, are to be withdrawn for examination, at arranged within a stern tube or running in open
intervals as detailed in Section 1of this chapter. water. It may also be called Stern Tube Shaft.
7.1.2 Unless alternative means are provided to .4 Stern Tube. Tube or pipe fitted in the shell of a
ensure the condition of the propeller shaft assembly, ship at the stern (or rear part of the ship), below the
these requirements apply to all vessels with water-line, through which passes the tube shaft or
conventional shafting fitted with a propeller as the propeller-shaft. Stern tube is the housing of the
follows: shaft bearings, generally two (one aft and one fore),
that sustain the shaft and allows its rotation with less
.1 from 1 Jan 2016 for ships delivered on or after 1 frictional resistance. The stern tube also accommo-
Jan 2016; dates the shaft sealing arrangement.
.2 after the first shaft survey scheduled on or after 1 .5 Close Loop (system) Oil Lubricated Bearing.
Jan 2016, for ships delivered before 1 Jan 2016. Closed loop oil lubricating systems use oil to
Upon completion of the first shaft survey scheduled lubricate the bearings and are sealed against the
on or after 1 Jan 2016, the designation of dates for environment (seawater) by adequate sealing / gland
the next shaft survey is to be made based on the devices.
requirements in this section.
.6 Water Lubricated Bearing. Water lubricated
7.1.3 For the purpose of these requirements, the bearings are bearings cooled / lubricated by water
following definitions are applicable: (fresh or salt).
.1 Shaft is a general definition that could mean : .7 Closed Loop System Fresh Water Lubricated
Bearing. Closed loop water lubricating systems use
Propeller shaft fresh water to lubricate the bearings and are sealed
Tube shaft against the environment (such as seawater) by
adequate sealing / gland devices.
The definition does not include the intermediate
shaft(s) which is (are) considered part of the .8 Open Systems (water). Open water lubricating
propulsion shafting inside the vessel. systems use water to lubricate the bearings and are
exposed to the environment.
.2 Propeller Shaft. Propeller shaft is the part of the
propulsion shaft to which the propeller is fitted. It .9 Adequate means for protection against corrosion.
may also be called screwshaft or tailshaft. Where a An adequate means for protection against corrosion
separate tube shaft is not fitted, the propeller shaft is an approved means for full protection of the core
runs through the stern tube and is connected to the shaft against sea water intrusion and subsequent
intermediate shaft within the ship. In this case, only corrosion attack. Such means are used for the
the propeller shaft and intermediate shaft are fitted protection of common steel material against
and there is no tube shaft.
Page 19 of 30
corrosion particularly in combination with water .15 Fresh water sample test. Fresh water sample test
lubricated bearings. Typical means are for example: is to be carried out at regular intervals not exceeding
six (6) months
- continuous metallic, corrosion resistant liners,
- continuous cladding, Samples are to be taken under service conditions and
- multiple layer synthetic coating, are to be representative of the water circulating
- multiple layer of fiberglass, within the sterntube. Analysis results are to be
- combinations of above mentioned, retained on board and made available to the
- rubber / elastomer covering coating. surveyor. At time of survey the sample for the test is
to be taken in the presence of the surveyor.
The means for protection against corrosion are
installed/ applied according to IRS approved Fresh water sample test is to include the following
procedures. parameters:
- chlorides content,
.10 Corrosion Resistant Shaft. Corrosion resistant - pH value,
shaft is made in approved corrosion resistant steel as - presence of bearing particles or other particles
core material for the shaft. (only for laboratory analysis, not required for tests
carried out in presence of the surveyor).
.11 Sterntube Sealing System. Sterntube sealing
system is the equipment installed on the inboard .16 Keyless Connection. Keyless connection is the
extremity and, for closed systems, at outboard forced coupling methodology between the shaft and
extremity of the stern tube. the propeller without a key achieved through
interference fit of the propeller boss on the shaft
Inboard Seal is the device fitted on the fore part of tapered end.
the stern tube that achieve the sealing against the
possible leakage of the lubricant media in to the ship .17 Keyed Connection. Keyed connection is the
internal. forced coupling methodology between the shaft and
Outboard seal is the device fitted on the aft part of the propeller with a key and keyway achieved
the stern tube that achieve the sealing against the through the interference fit of the propeller boss on
possible sea water ingress and the leakage of the the shaft tapered end.
lubricant media.
.18 Flanged Connection. Flanged connection is the
.12 Service Records. Service records are regularly coupling methodology, between the shaft and the
recorded data showing in-service conditions of the propeller, achieved by a flange, built in at the shaft
shaft(s) and may include, as applicable: lubricating aft end, bolted to propeller boss.
oil temperature, bearing temperature and oil
consumption records (for oil lubricated bearings) or .19 Alternative Means. Alternative means are
water flow, water temperature, salinity, pH, make-up shafting arrangements with configuration other than
water and water pressure (for closed loop fresh those described in these requirements.
water lubricated bearings depending on design).
7.2 Scope of survey
.13 Oil sample examination. An oil sample
examination is a visual examination of the stern tube 7.2.1 Oil Lubricated Shafts or Closed Loop
lubricating oil taken in presence of the surveyor with System Fresh Water Lubricated Shafts (Closed
a focus on water contamination. System)
.14 Lubricating oil analysis. Lubricating oil analysis 7.2.1.1 Shaft Survey Methods
is to be carried out at regular intervals not exceeding
six (6) months .The documentation on lubricating oil 7.2.1.1.1 METHOD 1
analysis is to be available on board.
.1 The survey is to consist of:
Oil samples, to be submitted for the analysis, are to
be taken under service conditions. - Drawing the shaft and examining the entire shaft,
seals system and bearings;

Chapter 2
- For keyed and keyless connections: - Oil sample examination (for oil lubricated shafts),
or fresh water sample test (for closed system fresh
Removing the propeller to expose the water lubricated);
forward end of the taper,
- Verification that there are no repairs by grinding or
Performing a non-destructive examination welding of shaft and/or propeller.
(NDE) by an approved surface crack-
detection method all around the shaft in .2 The survey is to consist of:
way of the forward portion of the taper
section, including the keyway (if fitted). - For keyed and keyless connections:
For shaft provided with liners the NDE is to
extend to the after edge of the liner. Removing the propeller to expose the
forward end of the taper;
- For flanged connection: Performing a non-destructive examination
(NDE) by an approved surface crack-
Whenever the coupling bolts of any type detection Method all around the shaft in
of flange-connected shaft are removed or way of the forward portion of the taper
the flange radius is made accessible in section, including the keyway (if fitted).
connection with overhaul, repairs or when
deemed necessary by the surveyor, the - For flanged connection:
coupling bolts and flange radius are to be
examined by means of an approved surface Whenever the coupling bolts of any type
crack detection method. of flange-connected shaft are removed or
the flange radius is made accessible in
- Checking and recording the bearing clearances; connection with overhaul, repairs or when
deemed necessary by the surveyor, the
- Verification that the propeller is free of damages coupling bolts and flange radius are to be
which may cause the propeller to be out of balance; examined by means of a an approved
surface crack detection Method.
- Verification of the satisfactory conditions of
inboard and outboard seals during the re- installation - Checking and recording the bearing wear down
of the shaft and propeller; measurements;
- Recording the bearing wear down measurements - Visual Inspection of all accessible parts of the
(after re-installation) shafting system;
7.2.1.1.2 METHOD 2 - Verification that the propeller is free of damages

which may cause the propeller to be out of balance;
.1 The following are to be verified and found
satisfactory as a pre-requisite for application of - Seal liner found to be or placed in a satisfactory
Method 2: condition;
- Review of service records; - Verification of the satisfactory re-installation of the

propeller including verification of satisfactory
- Review of test records of: conditions of inboard and outboard seals.
Lubricating Oil analysis (for oil lubricated 7.2.1.1.3 METHOD 3

shafts), or
.1 The pre-requisites for application of Method 3,
Fresh water sample test (for closed system are the same as those given in 7.2.1.1.2.1
fresh water lubricated shafts);
.2 The survey is to consist of

Page 21 of 30
- Checking and recording the bearing wear down - Verification of the effectiveness of inboard seal
measurements; and outboard seals.
- Visual Inspection of all accessible parts of the 7.2.1.2.3 Extension up to 3 months

shafting system;
.1 The pre-requisites listed in 7.2.1.1.2.1 above is to
- Verification that the propeller is free of damage be verified and found satisfactory for extension up to
which may cause the propeller to be out of balance; 3 months to be applied.
- Seal liner found to be or placed in a satisfactory .2 The survey is to consist of:

condition;
- Visual inspection of all accessible parts of the
- Verification of the satisfactory conditions of shafting system;
inboard and outboard seals.
- Verification of the effectiveness of the inboard
7.2.1.2 Shaft Extension Surveys -Extension Types seal.
7.2.1.2.1 Extension up to 2.5 years 7.2.1.3 Methods for oil lubricated shafts and fresh
water lubricated shafts (closed loop systems) and
.1 In addition to the pre-requisites listed in shaft survey intervals.
7.2.1.1.2.1, the Chief Engineer is to confirm that the
shafting arrangement is in good working condition, Details of the applicable methods for flanged
for extension up to 2.5 years to be applied. propeller connection, keyless propeller connection
and keyed propeller connection and survey intervals
.2 The survey is to consist of: are listed in Table 7.2.1.3. The types of survey
extensions applicable are also listed in Table 7.2.1.3.
- Checking and recording the bearing wear down
measurements, as far as practicable; 7.2.2 Water Lubricated Shafts (Open Systems)
- Visual inspection of all accessible parts of the 7.2.2.1 Shaft Survey Methods
shafting system;
7.2.2.1.1 METHOD 4
- Verification that the propeller is free of damages
which may cause the propeller to be out of balance; The survey is to consist of
- Verification of the effectiveness of inboard seal - Drawing the shaft and examining the entire shaft
and outboard seals. (including liners, corrosion protection system and
stress reducing features, where provided), inboard
7.2.1.2.2 Extension up to 1 year seal system and bearings.
.1 In addition to the pre-requisites listed in - For keyed and keyless connections:

7.2.1.1.2.1, the previous wear down and/ or
clearance recordings are also to be reviewed, for removing the propeller to expose the
extension up to 1 year to be applied. forward end of the taper,
.2 The survey is to consist of: performing a non-destructive examination

(NDE) by an approved surface crack
- Visual inspection of all accessible parts of the detection method all around the shaft in
shafting system; way of the forward portion of the taper
section, including the keyway (if fitted).
- Verification that the propeller is free of damage For shaft provided with liners the NDE is to
which may cause the propeller to be out of balance; be extended to the after edge of the liner

Chapter 2
- For flanged connection: - Verification that the propeller is free of damages

which may cause the propeller to be out of balance;
Whenever the coupling bolts of any type
of flange-connected shaft are removed or - Checking and recording the clearances of bearing;
the flange radius is made accessible in
connection with overhaul, repairs or when - Verification of the effectiveness of the inboard
deemed necessary by the surveyor, the seal.
coupling bolts and flange radius are to be
examined by means of an approved surface 7.2.2.2.2 Extension up to 3 months
crack detection method.
.1 The pre-requisites listed in 7.2.2.2.1.1 is to be
- Checking and recording the bearing clearances. satisfactorily verified, for extension up to 3 months
to be applied.
- Verification that the propeller is free of damage
which may cause the propeller to be out of balance. .2 The survey is to consist of:
- Verification of the satisfactory conditions of - Visual Inspection of all accessible parts of the
inboard seal during re-installation of the shaft and shafting system;
propeller.
- Verification that the propeller is free of damage
7.2.2.2 Shaft Extension Surveys Extension Types which may cause the propeller to be out of balance;
7.2.2.2.1 Extension up to 1 year - Verification of the effectiveness of the inboard

seal.
.1 Pre-requisites to be verified and found satisfactory
in order to apply extension up to 1 year are as 7.2.2.3 Methods for water lubricated shafts (open
follows: loop systems) and shaft survey intervals, along with
applicable details are given in Table 7.2.2.3.
- Review of the previous clearance recordings;
7.2.2.3.1 For single shaft operating exclusively in
- Service records; fresh water, single shaft provided with adequate
means of corrosion protection, corrosion resistant
- Verification that there are no repairs by grinding or shafts and multiple shaft arrangements; survey
welding of shaft and/or propeller; intervals up to 5 years may be allowed. Applicable
details along with maximum permissible survey
- Confirmation from the Chief Engineer that the intervals are given in Table 7.2.2.3.
shafting arrangement is in good working condition.
7.2.2.3.2 Shaft arrangements, other than the
.2 The survey is to consist of: configurations listed in 7.2.2.3.1, are to be surveyed
according to Method 4, every 3 years. Applicable
- Visual Inspection of all accessible parts of the details along with maximum permissible survey
shafting system; intervals are also given in Table 7.2.2.3.

Page 23 of 30
Table 7.2.1.3 Survey Intervals (Closed Systems)
Oil Lubricated [Survey Notation SH (OL)]

Flanged Propeller Coupling Keyless Propeller Coupling Keyed Propeller Couplingc
Every five yearsa Method 1 or Method 2 or Method 1 or Method 2 or Method 1 or Method 2
Method 3 Method 3d
Extension 2.5 Yb Yese Yese Yese
Extension 1 Yb Yesf Yesf Yesf
d
Extension 3 M Yesg Yesg Yesg
Fresh Water Lubricated [Survey Notation SH (FW-C)]

Flanged Propeller Coupling Keyless Propeller Coupling Keyed Propeller Couplingc
Every five yearsa Method 1h or Method 2 or Method 1h or Method 2 or Method 1h or Method 2
Method 3 Method 3
Extension 2.5 Yb Yese Yese Yese
Extension 1 Yb Yesf Yesf Yesf
d
Extension 3 M Yesg Yesg Yesg
General Notes :
For surveys (Method 1, or Method 2, or Method 3) completed within 3 months before the shaft survey due date, the next period is to start from
the shaft survey due date.
The extension survey is normally to be carried out within 1 month of the shaft survey due date and the extension counts from the shaft survey
due date. If the extension survey is carried out more than 1 month prior to the shaft survey due date, then the period of extension counts from
the date on which the extension survey was completed.
Methods 1, 2 & 3 are described in 7.2.1.1.1, 7.2.1.1.2 and 7.2.1.1.3 respectively. The pre-requisites for each Method are to be satisfactorily
verified, prior surveys.
Survey methods 1, 2 and 3 would normally require drydocking of the vessel. Extension surveys may be carried out without dry-docking by in
water surveys
Notes :
a) Unless an Extension type (Extension 2.5 Y, Extension 1 Y, Extension 3 M) is applied in between.
b) Only one Extension type can be applied in between of two Methods (Extension 2.5 Y, or Extension 1 Y) except for what concerns the
Extension 3 M (see further note g).
c) Method 3 is not allowed.
d) Maximum of two consecutive Method 3 surveys. The maximum interval between two surveys carried out according to Method 1 or Method
2 is not to exceed 15 years, except in the case when one extension for no more than three months is granted.
e) No more than one extension can be granted. No further extension of other type can be granted.
f) No more than two consecutive one year extensions can be granted. No further extension of other type can be granted.
g) No more than one three months extension can be granted. In the event an additional extension is requested, the requirements of one year
extension are to be carried out and the shaft survey due date prior to the previous extension is to be extended for a maximum of one year.
h) The maximum interval between two surveys carried out according to Method 1 is not to be more than 15 years. An extension for no more
than three months can be granted.

Chapter 2
Table 7.2.2.3 Survey Intervals (Open Systems)
Single shaft operating exclusively in fresh water Other Shaft Configurations

[Survey Notation SH (S-FW-O)] [Survey Notation SH (S-O)]
Single shaft provided with adequate means of
corrosion protection, single corrosion resistant shaft
[Survey Notation SH (S-CP-O)]
All kinds of multiple shaft configurations
[Survey Notation SH (M-O)]
All kinds of propeller couplingsd
a
Every five years Method 4 Every three yearsa Method 4
b
Extension 1 Y Yes Extension 1 Y Yesb
Extension 3 M Yesc Extension 3 M Yesc
General Notes :
For surveys (Method 4) completed within 3 months before the shaft survey due date, the next period will start from the shaft survey due date.
The extension survey is to be normally carried out within 1 month of the shaft survey due date and the extension counts from the shaft survey
due date. If the extension survey is carried out more than 1 month prior to the shaft survey due date, then the period of extension is to count
from the date on which the extension survey was completed.
Method 4 is described in 7.2.2.1.1. The pre-requisites for the Method are to be satisfactorily verified, prior survey.
Survey method 4 would normally require dry docking of the vessel. Extension surveys may be carried out without dry-docking by in water
surveys.
In case of multiple shaft configurations, if there is a failure to one shaft system, vessel is to be dry-docked for carrying out surveys of all shaft
systems, and repairs as necessary
Notes :
a) Unless an Extension type (Extension 1 Y, Extension 3 M) is applied in between.
b) No more than one extension can be granted. No further extension, of other type, can be granted.
c) No more than one extension can be granted. In the event an additional extension is requested the requirements of the one year extension are
to be carried out and the shaft survey due date prior to the previous extension is to be extended for a maximum of one year.
d) For keyless propeller connections the maximum interval between two consecutive dismantling and verifications of the shaft cone by means
of non-destructive examination (NDE) is not to exceed 15 years
7.2.3 Steerable and azimuth thrusters

c) Lubricating oil analysis (to include wear particle
The survey is to normally comprise of examination analysis) records to detect possible wear of
of the following: internal gears and bearings.
a) Exposed parts including attachment to the hull. d) Internal gears and control gears as far as
practicable through hand holes or limited
b) The following items upon removal of propeller: opening of controlling device.
- propeller shaft threaded end and nut; If the above checks are not satisfactory, complete
- cone, key and keyway including examination by dismantling of the internal parts may be required.
an efficient crack detection method of fore part
of the shaft cone;
- sealing glands.
Page 25 of 30
7.2.4 Vertical axis propellers

7.2.6 Controllable pitch propellers
The survey is to normally comprise of examination
of the following: Where controllable pitch propellers are fitted, in
addition to the survey requirements of the shafts, the
a) Exposed parts. working parts and control gear are to be opened up
b) Tightness of the oil glands and the backlash of sufficiently to enable Surveyors to examine them at
the gears from outside by action on the blades. each shaft survey. The survey is to include the
c) Gears, as far as practicable through hand holes following:
and observation ports.
d) Control gear for proper functioning. a) Analysis of hydraulic oil including wear particle
e) Lubricating oil analysis (to include wear particle analysis.
analysis) records to detect possible wear of
internal gears and bearings. b) Propeller blades and hub including crack
detection of blade root, flange and blade
If the above checks are not satisfactory, complete securing arrangements.
dismantling of the internal parts may be required.
c) Examination of seals, carrier bearings, crank pin
7.2.5 Water jet system ring, fillets, blade openings in the boss and
blade bolts, upon removal of at lest one blade.
The survey is to normally comprise of examination
of the following: d) Examination of distribution box seal and
bearings.
a) Impeller, shaft and bearing clearances.
b) Sealing glands. e) Verification upon re-assembly of,
c) Nozzle assembly. servomechanism and hydraulic test of hub and
d) Control and reversing gear. hydraulic piping including pitch controls
e) Suction grids. together with limit stops.
If the above checks are not satisfactory further

dismantling may be required.
Section 8
Planned Maintenance System

8.1 General
8.1.3 The survey system (PMS) is to be approved
8.1.1 An approved Planned Maintenance System on by IRS before being implemented. When the
board a ship may be accepted in lieu of the regular system is implemented machinery inspection may
surveys by IRS Surveyors on CSM basis provided be based on calendar or running hours calling for
the requirements of this section are complied with. items to be opened for inspection and overhaul at
specified periods, or the machinery may be
Any item not covered by PMS is to be surveyed and monitored for condition and performance whereby
credited in the usual way. In general the intervals for items need only be opened for examination when
PMS is not to exceed those specified for CSM readings indicate a deterioration. Schemes could be
survey. PMS is to be programmed and maintained made up of a combination of two or more methods
by a computerised system. of maintenance control, such as:
8.1.2 A vessel complying with the requirements of - A switchboard is surveyed based on regular 5
section will be assigned the PMS survey notation. yearly intervals.

Chapter 2
- A diesel engine is surveyed based on running - Main engine pistons and piston rods.
hours. - Main engine connecting rods, crossheads, top
end bearings, guides, gudgeon pins and bushes.
- A lubricating oil pump is surveyed based on - Main engine crankshafts and bearings (multiple
calendar interval. engine installations only).
- Main engine fuel injection pumps and fuel
- A turbine may be surveyed based on condition booster pumps.
monitoring. - M.E. Scavenge pumps, blowers and air coolers.
- Main engine detuners, dampers and balancer
8.1.4 When any machinery and components are units.
approved under PMS for condition monitoring and - Main engine camshaft and camshaft drive.
when their condition and performance is within - Main propulsion gas turbines (casing, rotor and
acceptable limits, no overhaul is necessary, unless blading) at alternate surveys provided the
otherwise specified by the manufacturer. monitoring defined in 8.8.1.2 is provided and
vibration measurements and full power trials are
8.1.5 Other items of machinery and components, carried out at the time of the survey in the
which are not subjected to an approved condition presence of a Surveyor.
monitoring system and part of PMS are required to - M.E. driven pumps, e.g. bilge, lubricating oil,
be surveyed at intervals not greater than those cooling water.
specified for CSM. - Independently driven pumps and associated
motors and cables where insulation resistance
readings are supplied e.g. bilge, ballast, fresh
8.1.6 Chief Engineer of the vessel will be water cooling, sea water cooling, lubricating oil,
responsible and in-charge of PMS and is to be oil fuel transfer.
approved by IRS as per Sec.1, 1.6 of this Chapter. - M.E. fresh water and lubricating oil coolers.
- Low pressure heaters used in fuel oil systems of
8.1.7 The survey of machinery and components internal combustion engines
(defined at 8.2) & covered by the PMS may be - Main and auxiliary condensers/drain coolers.
carried out by the Chief Engineer. Survey of - Air compressors including their safety devices.
machinery and components defined in 8.3 is not - Windlass and windlass machinery.
eligible to be surveyed by the Chief Engineer. - Auxiliary oil and steam engines including their
coolers and pumps (provided the number of
8.1.8 At the time of the Annual Classification generating sets is such that all services essential
Survey an audit of the planned maintenance system to the propulsion and safety of the ship, also the
will be carried out to ensure that the system is being preservation of refrigerated cargo, can be
correctly operated in accordance with the supplied when any two sets are not working.
conditions of approval. One of these sets can be overhauled while the
other remains as "stand-by").
- Intermediate shafts.
8.1.9 When the annual audit is held, a confirmatory
- Main engine thrust bearing.
survey will be carried out for those items to be
- Engine room tanks with boundaries not forming
credited which have been examined by the Chief
part of ships structure
Engineer under the planned maintenance system
during the preceding year.
Note : In cases where torsional vibration
characteristics indicate that there is no
8.2 Machinery acceptable for survey by Chief susceptibility to damage as a result of uneven
Engineers under Planned Maintenance System firing and the condition monitoring equipment
defined in 8.8.1.1 is installed, a special
8.2.1 The following machinery may be surveyed by arrangement may be granted whereby the Chief
the Chief Engineer under PMS: Engineer is permitted to survey the main engine
crankshafts and bearings on single engine
- Main engine cylinder covers. installations provided a modified confirmatory
- Main engine valves and valve gears. survey is carried out by IRS Surveyors at the time
- Main engine cylinder liners. of the annual audit as follows:

Page 27 of 30
b) The list of items of machinery, equipment and

- Check condition-monitoring records. (See components to be considered for inclusion in
8.8.1.1) the PMS. The list is to be same in terms of
- Check bearing clearances where possible. description and identification with the
- Check for signs of wiped or broken white metal identification system adopted by IRS.
in crankcase.
- Check witness marks of shrink fits. c) Time schedules and scope of the maintenance
- Check bed plate structure inside and outside. procedures for each item listed in b), including
- Obtain Chief Engineer's statements regarding acceptable limit conditions of the parameters to
crankpins, journals and bearings. be monitored on items of opened up machinery,
based on the manufacturer's recommendations
8.3 Machinery not acceptable for Survey by Chief or recognized standards. These are to be laid
Engineers down in appropriate PMS sheets.
- Main engine crankshaft and bearings in single d) For machinery identified to be maintained under
engine installations where special requirements condition monitoring, maintenance and
in 8.2.1 are not complied with condition monitoring methods to be used, the
- Reduction/increase gearing, flexible couplings time intervals for monitoring and maintenance
and clutches. of each item, the original reference data where
- Holding down bolts and chocks applicable, the list and specifications of the
- Crankcase doors, crankcase and scavenge relief condition monitoring equipment.
devices
- Maneuvering valves and main stop valves The acceptable limits of deteriorated condition
- Steering machinery should be stated and these are to be derived from
- Pumping arrangements for Bilge/Ballast/ Fuel manufacturers recommendations, applicable
Oil/Fresh Water/Sea water/Lub.Oil/ Fire severity criteria as defined in applicable
- Electrical equipment other than that defined in Standards, or the Owners requirements when these
8.2.1 are more severe.
- Propellers
- Screwshafts e) The documentation flow and filing procedure.
- Sea connections
- M.E. controls, bridge, centralised or automatic This is to include a system for reporting to Owners,
and controls in unmanned machinery spaces records to be maintained onboard and at Owners
- Engine trial head quarters.
- First start arrangements trial.
- Starting Air bottles and their relief devices f) A list of all personnel likely to be in-charge of
the PMS system.
8.4 System Administration
8.4.3 Computerized system requirement
8.4.1 The Owner is to make a formal request to IRS
providing the documentation and information 8.4.3.1 The access to and updating the maintenance
detailed in 8.4.2 below for approval of the system. documentation and the maintenance program is to be
permitted by the Chief Engineer or other authorized
8.4.2 The documentation and information to be person only.
submitted is to include the following:
8.4.3.2 The system is to be suitably protected by
suitable password access w.r.t. alterations to
a) A description of the system and its application maintenance schedules, list of items under PMS and
onboard and organizational interface identifying noting of damages.
the areas of responsibility ashore and the people
responsible for the PMS onboard. 8.4.3.3 The computerized system is to include a
backup procedure, which is activated at regular
intervals.

Chapter 2
8.4.3.4 The functional applications of these 8.5.4 The survey agreement for machinery
computerized systems are to be approved by IRS. according to PMS will be withdrawn by IRS if the
PMS is not satisfactorily operated in terms of
improperly maintained records or unsatisfactory
8.4.4 Information to be available onboard.
condition of machinery or failure to observe the
agreed intervals between overhauls.
a) All the documentation listed in 8.4.2, duly
updated.
8.5.5 The Owner may discontinue the PMS at any
time by informing IRS in writing. In such a case the
b) Maintenance instructions for each machinery, as
items that have been inspected under the PMS since
applicable (supplied by the manufacturer or the
last annual audit may be credited for IRS records at
shipyard).
the discretion of the attending surveyor carrying out
confirmatory surveys.
c) The condition monitoring data including all data
since last opening of the machinery and where
applicable the original reference data. 8.5.6 In case of change of management of the ship
the PMS will require to be re-approved.
d) Reference documentation (trend investigation
procedures etc.). 8.6 System Surveys
e) The records of the maintenance performed, 8.6.1 Initial Survey is to be carried out by an IRS
including conditions found, repairs and Surveyor within one year from the date of the
renewals carried out. documentation approval. The scope of this survey
is to verify that :
8.5 System Implementation
a) The PMS is implemented as per the approved
8.5.1 After the PMS documentation has been documentation and is suitable to the type and
approved, an Initial Survey is to be carried out by complexity of machinery and systems onboard.
IRS Surveyors.
b) The documentation required for the annual audit
8.5.2 Upon successful completion of the is available and the adopted system is able to
Confirmatory Survey, the PMS is considered produce such a report.
approved and the survey notation PMS is assigned
to the vessel and entered in the Register of Ships. c) The requirements of surveys and testing for
continuing the class status are complied with.
8.5.3 The PMS is retained throughout the class
period of the vessel provided that : d) The shipboard personnel are familiar with the
PMS procedures including documentation.
a) An annual report covering the years service is
submitted to IRS detailing the list of items of
8.6.2 Annual Audit is to be carried out once the
machinery and components which were
PMS is implemented and approved, to verify the
subjected to preventive maintenance in the
continued compliance with the documented PMS.
period under review, together with preventive
The annual audit is carried out in conjunction with
maintenance sheets, the condition monitoring
the annual class surveys. The scope of the audit is
data including all data since last dismantling
to be as given in the following :
and any changes to PMS documentation.
b) An annual audit of the PMS is carried out by a) The Surveyor is to verify that the PMS is
IRS. correctly operated and that all items (due for
survey in the relevant period) have actually
c) Any change to the PMS is submitted to IRS for been surveyed in due time.
approval.
b) The Surveyor is to verify that the machinery has
been functioning satisfactorily upon review of
Page 29 of 30
the maintenance and performance records since

the previous survey or audit and where needed h) Upon satisfactory completion of the annual
necessary measures have been taken in response audit the surveyor confirms the validity of the
to machinery operating parameters exceeding PMS by crediting the PMS Annual audit.
acceptable limits and that the overhaul intervals
have been observed. 8.7 Damage and repairs
c) A report detailing overhaul/repairs carried out 8.7.1 Damage to components or items of machinery
and spare parts used on items in the list of covered by the PMS which may affect the class is
surveyable items is to be presented by the Chief to be reported to IRS immediately. A surveyor will
Engineer. Any machinery part or component, attend on board, survey the damage and on the
which has been replaced by a spare due to basis of the survey results decide whether condition
damage, is to be retained onboard and submitted of class is to be recommended.
to the attending surveyors examination.
8.7.2 All parts of machinery or components, which
d) The attending surveyor after verification of need to undergo substantial repairs, are to be
records on board for the identification details of surveyed by IRS before, during and after the
the Chief Engineers who have undertaken the repairs, as deemed appropriate by the attending
maintenance activity and prepared the reports surveyor.
given in c), for compliance with the approved
PMS, and upon satisfactory general examination
and confirmatory surveys will credit the items 8.7.3 In the case of outstanding conditions of class
for survey. or records of unrepaired damage, which may affect
the PMS, the relevant items are to be taken out of
e) Scope of the confirmatory surveys the PMS until the conditions of class are dealt with
or the repairs are carried out.
Where condition monitoring equipment is in
use, function tests, confirmatory inspections and 8.8 Guidelines for machinery items surveyed on
random check readings are to be carried out as the basis of condition monitoring
far as practicable and reasonable at the
discretion of the surveyor. Where the condition 8.8.1 The extent of condition based maintenance
and performance of the items are within and associated monitoring of equipment; to be
specified approved limits, these items can be included in the PMS is decided by the owner. The
credited for survey without opening up. minimum parameters to be checked in order to
Where calendar based or running hour based monitor the condition of the various machinery for
maintenance is used function tests, review of which this type of maintenance is accepted are
records for operational parameters and indicated in 8.8.1.1 to 8.8.1.4.
maintenance records are to be carried out as far
as practicable and reasonable at the discretion of
the surveyor. Where the condition and 8.8.1.1 For the main propulsion diesel engine the
performance of the items are within specified following parameters are to be monitored.
approved limits, these items can be credited for
survey. - Shaft horse power
- Engine and shaft RPM
f) Written reports of break down or malfunction - Indicator diagrams (both power and injection
are to be made available. timing), where applicable
- Fuel oil temperature and/or viscosity
g) If the surveyor is not satisfied with results of the - Charge air pressure
PMS i.e. with degree of accuracy as regards the - Exhaust gas temperatures for each cylinder and
maintenance records and/or the general before and after turbochargers
condition of the machinery, a report will be - Engine cooling system temperatures and
forwarded to IRS recommending that the special pressures
arrangements dealing with machinery surveys - Engine lubricating oil system temperatures and
be suspended. pressures

Chapter 2
- Turbocharger RPM and vibration - Exhaust gas temperatures for each cylinder and
- Lubricating oil analysis data before and after turbochargers
- Crankshaft deflections - Engine cooling system temperatures and
- Main bearing temperatures. pressures
- Engine lubricating oil system temperatures and
8.8.1.2 For the main and auxiliary steam turbines the pressures
following parameters are to be monitored. - Turbocharger RPM and vibration
- Lubricating oil analysis data
- Crankshaft deflections.
- Turbine rotor/bearing vibration
- Turbine rotor axial displacement
8.8.1.4 For other auxiliary machinery the following
- Shaft horsepower
parameters are to be monitored.
- Shaft and turbine rotor RPM
- Plant performance data i.e. steam conditions at
the inlet and outlet of each turbine, boiler - Cooler inlet and outlet temperatures and
performance data, condenser vacuum, sea efficiencies
temperatures. - Inlet and outlet temperatures of heaters
- Pumps and fans vibration and performance data
8.8.1.3 For the auxiliary diesel engines the following - Differential pressures across filters serving
parameters are to be monitored. essential systems.
End Of Chapter

Page 1 of 7
Chapter 3
Materials of Construction
Contents
Section
1 General
2 Structural Steel
3 Structural Aluminium Alloy
4 Glass Reinforced Plastic Materials
Section 1
General
1.1 Scope 1.1.2 Materials used for the construction or repair of
machinery systems or components are to be
1.1.1 These Rules provide for use of steel, marine manufactured tested and inspected according to the
grade aluminium alloys and glass fibre reinforced relevant requirements given in Part 2 of the Rules
plastics in the construction or repair of hull and Regulations for the Construction and
structures. These materials are to be tested and Classification of Steel Ships.
inspected according to the requirements given in
Sections 2, 3 and 4 respectively. 1.1.3 Materials complying with recognised national
or international standards giving equivalent
requirements may also be accepted.
Section 2
Structural Steel
2.1 Manufacture, inspection and testing 2.2.2 Steels having a yield stress of 265 [N/mm2]
and higher, are regarded as higher tensile steels.
2.1.1 All steel rolled products, castings and forgings Where higher tensile steel is used, the hull girder
used in the construction or repairs of the hull section modulus and the local scantlings may be
structures are to be manufactured and tested in reduced in accordance with the relevant requirement
accordance with the requirements of Chapters 3, 4 of the Rules. For this purpose, a material factor k,
and 5, respectively of Part 2 of the Rules and is to be taken as follows:
Regulations for the Construction and Classification
of Steel Ships. k = 0.78 for steel with a minimum yield stress of 315
[N/mm2].
2.2 Material factor k for steel k = 0.72 for steel with a minimum yield stress of
355 [N/mm2].
2.2.1 Ordinary hull structural steel is a hull structural
steel with a minimum yield stress of 235 [N/mm2] 2.3 Grades of steel
and a tensile strength generally in the range of 400-
490 [N/mm2]. 2.3.1 In general, grade A or AH steel would be
acceptable. Where the thickness of material exceeds
For ordinary hull structural steel, the material factor 15 mm, the required grade of steel would be
k is to be taken as 1.0. specially considered depending on the thickness and
the proposed use.

Chapter 3
Page 2 of 7 Materials of Construction
Section 3
Structural Aluminium Alloy
3.1 Manufacture, inspection and testing water unless protected by anodes and/or paint
system.
3.1.1 All aluminium alloy rolled or extruded
products, castings or aluminium/steel transition 3.2 Material factor k for aluminium alloys
joints used in the construction or repairs of the hull
structure are to be manufactured and tested in 3.2.1 The material factor k to be used for
accordance with the requirements of Chapter 9 of determination of required scantlings of aluminium
Part 2, of the Rules and Regulations for the structures is to be taken as:
construction and Classification of Steel Ships.
k = 235/y
3.1.2 Wrought aluminium alloys are to have a
satisfactory resistance to corrosion in marine where,
environment. Grades for welded structures are to be
weldable, applying one of the welding methods y = guaranteed minimum 0.2% proof stress of the
approved by IRS. alloy in the welded condition or 70% of the ultimate
strength in the welded condition, whichever is the
3.1.3 The alloy grades 6005A, 6061 of the 6000 lesser [N/mm2].
series should not be used in direct contact with sea
Section 4
Glass Reinforced Plastic Materials
4.1 General are attached to, or encapsulated within the GRP

construction, they are to be such as not to affect
4.1.1 The requirements given in this section are adversely the cure of plastic materials.
based on the use of an unsaturated polyester resin
system with glass fibre reinforcement and 4.2 Procedure for approval of base materials
employing hand lay-up or spray lay-up contact
moulding production techniques. Other types of 4.2.1 The following information is to be submitted
resin systems and reinforcements may be accepted by the manufacturer for each base material product
based on testing and approval in each individual for which the approval is sought.
case.
a) Detailed specifications for each grade, giving
4.1.2 The following base materials used in the Manufacturers Nominal Values (MNV) and
construction or repair of GRP crafts are to be corresponding acceptable tolerances.
approved in accordance with the approval procedure
given in this sub-section and the requirements of b) An outline of the production process giving
sub-sections 4.3, 4.4 and 4.5, as relevant. details of all important stages in production.
- Glass fibre reinforcements c) A brief description of the plant and equipments.

- Polyester resins
- Sandwich core materials d) Details of systems employed for production and
- Sandwich adhesives. quality control.
4.1.3 Materials other than GRP, are to be of good e) Details of the systems used for the identification
quality, suitable for the purpose intended and where of raw materials, semi-finished and finished
applicable, are to comply with the Rule requirements products.
appropriate to the material. Where these materials
Page 3 of 7
f) The number and qualifications of all staff from the submitted properties, or should the quality
engaged in quality control duties. control procedures not be adhered to consistently,
approval will be withdrawn.
g) Details of test equipment, testing procedures,
stages at which tests are carried out by the 4.2.6 Each delivery of raw materials is to be suitably
Manufacturer and frequency of testing. marked with following details:
h) Manufacturers test results for a period of at - Approval Certificate No. and date
least 3 months covering testing on at least 10 - Designation of product
production batches. - Batch No.
The Manufacturers works and equipment are to be Properties to be tested for each delivery or batch to
inspected to examine all aspects of production and which the delivery belongs are specified in Tables
quality control as per the above mentioned details 4.3.4, 4.4.2 and 4.5.4 (marked (D)). The values
and the actual testing for approval of product may resulting from testing are to be recorded and made
commence only after they have been found available for inspection.
satisfactory.
4.2.7 Manufacturers works and quality control
4.2.2 The base material products are to be tested in systems are to be subjected to annual inspection.
accordance with the recommended test methods The scope of inspection and testing at the annual
given in 4.3, 4.4 and 4.5, as relevant. Other inspection is limited to ensuring that the conditions
equivalent test methods may be individually of approval given in 4.2.4 to 4.2.6 remain valid.
considered. The test equipment used is to be kept in
a satisfactory and accurate condition and calibrated Quality control records and Manufacturers test
annually. The tests are to be carried out by results are to be made available to the Surveyor and
competent personnel and are generally to be random tests are to be carried out in the Surveyors
witnessed by Surveyors. In case of testing by presence to adequately demonstrate that the
reputed independent test house, the witnessing may consistency of the approved grade is satisfactorily
be waived at the discretion of the attending maintained.
Surveyor.
4.3 Glass fibre reinforcements
4.2.3 The test samples and specimens are to be
prepared in accordance with the manufacturers 4.3.1 The Rule requirements in respect of the
recommendations and the relevant recommended following types of glass fibre reinforcements are
test methods. When tests on GRP laminates are given in this section.
required, the laminates are to be moulded by the
hand lay-up method at an angle of 45 deg. to the - Chopped strand mat
horizontal and under environmental conditions - Unidirectional
specified in Chapter 7, Section 2. - Woven roving
- Woven cloth
4.2.4 On the satisfactory completion of all testing a
type approval certificate valid for a period of five Other types of glass fibre reinforcements will be
years shall be issued which shall be subject to the individually considered.
conditions of approval given in 4.2.5 and 4.2.6 and
satisfactory annual inspections as per 4.2.7. Any 4.3.2 Reinforcement features
alteration in the composition of the product or in any
of the production details which affect the quality The following details are to be provided as
may warrant new approval testing. applicable, for each type of reinforcements:
4.2.5 The type approval is given on the condition a) Reinforcement type

that the product material, when correctly examined
will give test results reasonably close to the b) Fibre tex value
submitted properties. Should the properties of the
base materials or those of well made laminates using c) Fibre finish and/or treatment
these materials be found to deviate significantly

Chapter 3
d) Yarn count in each direction

Reinforcement type Glass fraction
e) Width of manufactured reinforcement
Chopped Strand-mat 0.3
f) Weight per unit area of manufactured Unidirectional 0.6
reinforcement Woven Roving 0.5
Woven Cloth 0.5
g) Weight per linear metre of manufactured
reinforcement The laminates are to be tested in air in the
directions indicated below:
h) Compatibility (e.g. suitable for polyesters,
epoxides, etc) Type of Test orientation
reinforcement
i) Constructional stitching (details of yarn, type, Unidirectional 0o
frequency and direction) Chopped Strand Mat any direction
Woven Roving 0o and 90o
j) Weave type Woven Cloth 0o and 90o
k) Binder type and content. 4.4 Polyester resins
4.3.3 The glass fibre reinforcements are to be 4.4.1 Scope

manufactured from low-alkali borosilicate E glass.
A chemical analysis is to be carried out and the The Rule requirements in respect of the following
chemical composition (%) is to comply with the unsaturated polyester resins suitable for lamination
following requirements: by hand lay-up are given in this section.
SiO2 CaO AL2O3 B2O3 MgO Na2O + - Isophthalic polyester resins

K2O - Orthophthalic polyester resins.
52-56 16-25 12-16 6-12 0-6 0-1
It may be noted that orthophthalic polyester resins
Binders where used are to be soluble polyester resin. are not to be used in the main hull.
Sizes and finishes are to be of the silane type, and
are to be compatible with the laminating resins. The resins are to have good wetting properties and
are to cure satisfactorily under environmental
4.3.4 The glass fibre reinforcements and laminates conditions specified in Chapter 7.
prepared from them are to be tested in accordance
with Table 4.3.4 and are to comply with the 4.4.2 Properties
requirements specified therein.
For each grade of resin to be approved, resin in
For the purpose of this approval testing, the liquid and cast conditions and the laminates
laminates are to be prepared as follows: prepared from it are to be tested in accordance with
the Table 4.4.2 and are to comply with the
a) An approved resin of suitable type is to be used. requirements specified therein.
b) A minimum of three layers of the reinforcement For the purpose of approval testing, the laminates
is to be laid with parallel ply to give a laminate are to be prepared in accordance with 4.3.4 using the
not less than 4 mm thick. resin under consideration and an approved chopped
strand mat reinforcement.
c) The weights of resin and reinforcements used
are to be recorded together with the measured 4.4.3 The resins to be approved for application in
thickness of the laminate. gelcoats are to satisfy the requirements for
isophthalic polyester resin given in Table 4.4.2 for
d) The following glass/resin ratios by weight, are liquid and cast conditions. Testing of laminates
to be used: prepared using the resins need not be carried out.

Page 5 of 7
Table 4.3.4 : Properties for acceptance purposes : Glass fibre reinforcements
Property Required values Recommended Test Methods

(A) GLASS FIBRE REINFORCEMENTS
Moisture content (D) Max. 0.2% (max. 0.3% for emulsion ISO 3344
bonded CSM)
Av. weight per unit area (D) MNV 8% BS 3749
BS EN 14118
% max. variation in weight per unit 19% of MNV BS 3749
area (D) BS EN 14118
Loss on ignition (D) MNV* ISO/R 1887
Mat binder solubility (for CSM MNV* BS EN 14118
only)
Wet-out time MNV* BS EN 14118
(B) LAMINATES
Ultimate Tensile Strength Subject to approval in each separate ISO 527-4
Tensile Modulus case
Ultimate Bending Strength
- do -
Bending Modulus ISO 178
Glass Content - do - ISO 1172
Notes:
MNV : Manufacturers Nominal Value (As given in the product specifications)

D : To be tested for each delivery/batch
* : Tolerance limits are subject to approval in each separate case.
Table 4.4.2 : Properties for acceptance purposes : Polyester resins
Property Required values Recommended Test

ISOPHTHALIC ORTHOPHTHALIC Method
(A) LIQUID RESIN
Density (D) MNV ISO 1675
Viscosity (D) MNV 20% ISO 2555 OR ISO 2884
Acid value (D) MNV 10% ISO 2114
Monomer content (D) MNV 10% ISO 3251
Gel time (D) MNV 20% ISO 2535
Shrinkage during cure (D) MNV ISO 3521
(B) CAST RESIN

Density MNV MNV
Hardness (Barcol) 35 35 ASTM D2583
Heat deflection temp. 75 (C) 62 (C) ISO 75
Water absorption (mg) (28 80 (mg) max. 100 (mg) max. Method A ISO62
days immersion)
Ultimate tensile strength 45 [N/mm2] 45 [N/mm2] ISO 527-4
Tensile modulus 3000 [N/mm2] 3000 [N/mm2] ISO 527-4
Elongation at fracture 2% (2.5% for gelcoat) 1.5%
Ultimate bending strength 80 [N/mm2] 80 [N/mm2] ISO 178

Chapter 3
Table 4.4.2 : (Continued )
Property Required values Recommended Test

ISOPHTHALIC ORTHOPHTHALIC Method
(C ) LAMINATE
Ultimate tensile strength 85 [N/mm2] ISO 527-4
Tensile modulus 6500 [N/mm2] ISO 527-4
Ultimate bending strength 152 [N/mm2] ISO 178
Bending modulus 5206 [N/mm2] ISO 178
Glass content (by weight) 0.3 ISO 1172
Notes:
MNV : Manufacturers Nominal Value (as given on the product specifications)
D : To be tested for each delivery/batch
4.5 Sandwich core materials oils and are to be compatible with the polyester
resin. The foam is not to shrink with time, the
4.5.1 The Rule requirements in respect of the shrinkage strains if any, not exceeding the tolerances
following core materials to be used in sandwich on linear dimensions.
constructions are given in this section.
4.5.3 Balsa wood is to be end-grain and to have
Rigid expanded PVC foam moisture content not exceeding 12%. Where
manufactured into formable sheets of small blocks,
Balsa wood. the open weave backing material and adhesive are to
be compatible and soluble, respectively, with the
Where plywood is proposed to be used as core, it is polyester laminating resin.
to be of a marine grade meeting the requirements of
Chapter 7. 4.5.4 The core materials and the sandwich panels
prepared with the core material under consideration
Other core materials such as honeycombs, etc., will are to be tested in accordance with Table 4.5.4 and
be individually considered. Expanded polystyrene are to comply with the requirements specified
foam is attacked by the styrene in the polyester resin therein. The skin laminates used in the construction
and is not recommended for use as core. of the sandwich panel are to be prepared from
approved resin and CSM reinforcements.
4.5.2 Rigid expanded PVC foams are to have closed-
cell structure and be impervious to water, fuel and

Page 7 of 7
Table 4.5.4 : Properties for acceptance purposes : Sandwich core materials
Property Required values Recommended Test Method

(A) CORE
Density [Kg/m3] (D) MNV + 15% ASTM C-271 specimen 1000 x

- 0% 1000 x thickness of sheet [mm]
Compressive strength [N/mm2] (D) 0.7
0.53 (after 4 weeks immersion in ISO 844
salt water)
Compressive modulus [N/mm2] 30
22.5 (after 4 weeks immersion in ISO 844
salt water)
Shear strength [N/mm2] 0.69 ISO 1922
12 ISO 1922
Shear modulus [N/mm2]
Water absorption [Kg/m2] (1 week 1.5 max. ASTM C272
immersion in salt water) 40 deg. C
Styrene resistance Resistance ISO 175
(B) SANDWICH PANEL

Shear strength [N/mm2] 0.69 Failure not to occur in bond ISO 1922
between skins and core
Shear modulus [N/mm2] 12 ISO 1922
Notes:
MNV : Manufacturers Nominal Value (as given in the product specification)
D : To be tested for each delivery/batch.
End Of Chapter

Page 1 of 9
Chapter 4
Design Loads
Contents
Section
1 General, Definitions, Documentation
2 Design Accelerations
3 Local Loads
4 Global Loads
Section 1
General, Definitions, Documentation

1.1 Scope and application 1.2.2 The after perpendicular, A.P. is the
perpendicular drawn at the aft end of the length
1.1.1 The scantlings of various hull members are to defined in Chapter 1, 2.2.31.
be based on the design values of accelerations given
in Section 2 and the local loads due to lateral 1.2.3 Amidship is at 0.5L aft of the F.P.
pressures, impact pressures, liquid pressures in
tanks, dry cargo, stores etc. given in Section 3. 1.2.4 Depth, D, is the moulded depth [m], measured
Longitudinal strength when required to be amidships from top of the keel to the moulded deck
investigated as per Chapter 6 and 7 and the line of the uppermost continuous deck at side.
transverse strength of connecting structure in case of
twin-hulls is to based on global loads given in 1.2.5 Draught, T, is the moulded draught amidships
Section 4. corresponding to the fully loaded waterline with the
craft floating at rest, [m].
1.1.2 Speed reduction may be considered in heavy
seas to limit the accelerations to the design values. A 1.2.6 The block coefficient, Cb, is the moulded block
table giving the allowable speeds versus significant co-efficient calculated as follows:
wave heights may require to be appended to the
class certificate and also to be posted in the 3
moulded displacement [ m ] at draught T
wheelhouse. Cb =
L Bw T
1.1.3 Installation of an accelerometer may be
required (for high speed craft) at the LCG giving
indication of acceleration values in the wheel house. 1.2.7 Bw is the greatest moulded breadth of the
hull(s) in m at the fully loaded waterline, with the
1.1.4 Alternative methods of load estimation based craft at rest. In the case of multi-hull crafts Bw is the
on model tests, full scale measurements or accepted sum of the waterline breadths.
theories may be specially considered.
1.2.8 Wave factor
1.2 Definitions
CW = 0.0856 L for L 90 m
1.2.1 The forward perpendicular, F.P., is the = 10.75 - [(300-L)/100]3/2 for L > 90 m
perpendicular drawn at the forward end of the length
defined in chapter 1, 2.2.31. Wave factor CW for service area notations would be
reduced as follows:

Chapter 4
Page 2 of 9 Design Loads
Web frame side vertical girder

Notation Reduction factor Stringer horizontal girder
Floor bottom transverse girder.
RS0 1.0
RS1 0.8 Stiffener : A collective term for secondary
RS2 0.6 supporting members, other terms being
RS3 0.35
Frame
1.2.9 For definitions of breadth B, maximum service Reverse frame transverse stiffener on the
speed V, displacement and other terms see inner bottom
Chapter 1, Sec.2.2 Horizontal or vertical bulkhead stiffener.
1.3 Structural terms Flat Cross Structure : is a structure having exposed,
down facing horizontal surface above the waterline.
1.3.1 The general terms used in the Rules for various
structural components of the crafts are defined as 1.4 Documentation
under:
1.4.1 Documents as listed in 1.4.2 to 1.4.4 below are
Strength Deck : In general, the uppermost to be submitted in triplicate, one copy of which shall
continuous deck. Where a superstructure deck has be returned.
within 0.4L amidships, a continuous length equal to
or greater than (1.5B + 3H) for mono-hull vessels 1.4.2 The following supporting plans and
and (0.2L + 3H) for twin hull vessels, it is to be calculations are to be submitted for information:
regarded as the strength deck instead of the covered
part of the uppermost continuous deck. (H is the General arrangement
height of the superstructure [m]).
Capacity plan
Lines plan and hydrostatic curves or tables
Freeboard Deck : The freeboard deck is normally
the uppermost complete deck exposed to weather Docking plan
and sea, which has permanent means of closing all Operating manual.
openings in the weather part and below which all
openings on the sides of the ship are fitted with 1.4.3 The following additional information is to be
means for watertight closing. submitted for the purpose of strength calculations:
Superstructure : A decked structure on freeboard Maximum values of still water bending

deck extending from side to side of the ship or with moments and shear forces
the side plating not inboard of shell plating by more Lightship weight and its longitudinal
than 4 percent of the breadth B. distribution
Bonjeans data
Deckhouse : A decked structure above the freeboard Masses and unbalanced moments of heavy
deck with the side plating being inboard of the shell machinery components e.g. engines, cranes,
plating by more than 4 percent of the breadth B. winches etc.
Girder : A collective term for the primary 1.4.4 Plans as indicated in Table 1.4.4 are to be
supporting members, other terms include: submitted for approval, as relevant.
Transverse transverse girder under the deck

Page 3 of 9
Table 1.4.4 : Hull plans for approval
Plan Including information on

Loading manual Details of loading in all contemplated loading conditions and resulting
SWBM, SF and Torsional Moments (TM)
Midship section Main dimensions, displacements, maximum speed
Other transverse sections Design values of vertical accelerations at c.g and wave height, speed
Longitudinal sections and decks reductions, if any
Cross deck structure in case of multi-hull Equipment specification
vessels Complete class notation applied for
Shell expansion and frame plan Spacing of stiffeners
Deck loads, if other than those specified in the Rules
Opening on the deck
Minimum ballast draught(s)
Extent of flat part of bottom forward
Openings of the shell
Material grades
Double bottom Indication of access
Height and location of overflows
Loading on inner bottom
Watertight subdivision bulkheads and Openings and their closing appliances
watertight tunnels
Aft-end structure Propeller outline
Propeller shaft brackets Propeller thrust
Aftpeak structure Structural details in way of rudder and propeller bearings
Engine room structure Type, power and r.p.m. of propulsion machinery
Machinery foundations Weight of machinery, boilers, etc.
Fore-end construction Openings on non-watertight bulkheads and diaphragm plates
Fore peak structure
Oil tight/water tight and partition Intended tank contents and their densities
bulkheads in tanks Height and location of overflow/air pipes
Tanks intended to be partially filled
Corrosion protection, if any
Superstructures deckhouses and Height of sills from deck and closing appliances for companion ways
machinery casings
Hatchways Position and type
Hatch covers Loads if different from those specified in the rules
Bow and stern doors Sealing and securing arrangement, spacing of bolts or wedges
Side ports
Rudder stock and tiller Speed of the ship (ahead and astern)
Steering gear arrangement Material of bearings, coupling bolts, stock and the locking device
rudder carrier
Trim flaps or foils structure Details of attachment to hull
Bilge keel Material grade
Testing plan of tanks and bulkheads
Welding details
Note : 1) One drawing may contain more than one of the items from each group

Chapter 4
Section 2
Design Accelerations
2.1 Vertical acceleration
2.1.1 The design value of vertical acceleration at where,

LCG which corresponds to the average of the 1
percent highest accelerations in the most severe Hs = significant wave height in m, for monohull
operating conditions is to be specified by the crafts Hs is not to be taken as less than 0.2 Bw
designer. The relationship between the vertical
accelerations at the centre of gravity, the significant d = dead rise angle at LCG in degrees, not to be
wave height, speed and dimensions of the craft taken less than 10o nor more than 30o.
given in 2.1.2 is to be used. Normally, the design
value of vertical acceleration at LCG greater than t = running trim angle in degrees, but not to be
those given in Table 2.1.1 may not be adopted. taken less than 3o.
Where relevant, the relationship between allowable
speed and significant wave height will be appended CH = t for monohulls and catamarans
to the classification certificate and the same is to be = 3.0 for SWATHS and foil assisted crafts
incorporated in the operational manual of the craft. = 3.2 for SES and ACV crafts.
Table 2.1.1 2.1.3 The longitudinal distribution of vertical

acceleration along the hull may be taken as:
Type of service Limit of acg (g)
Passenger Cargo 1.0 av = kv acg
Supply, Workboat 1.5
Pilot 2.0 where,
Rescue, Patrol 2.5
kv = 0.8 for x/L 0.4
2.1.2 Unless other values are justified by
calculations carried out according to accepted = 2.0 at FP
theories, model tests or full scale measurements, the
vertical acceleration at LCG, acg, is to be taken as: at intermediate values kv to be linearly interpolated
2 x = distance from AP [m].

12H s V B w .10 5
a cg = C H + 1 [50 d ] .
Bw L Cb T
Section 3
Local Loads
3.1 General The bottom structure, forebody and flat cross deck
structures are to withstand the effect of slamming
3.1.1 The scantlings of shell and weather deck and impact pressures given in 3.2, 3.3 and 3.4.
panels are to be based on the external sea pressures
given in 3.5. Internal pressure, in way of tanks (See Inner bottom and decks supporting dry cargoes,
3.6.2) should be considered if that be greater. The stores and accommodation spaces are to be based on
scantlings of bulkhead structures are to based on design pressure given in 3.7.
design pressures given in 3.6.

Page 5 of 9
3.2 Slamming pressure on bottom

where, AR = reference area = 0.7 L Bw Cb and
3.2.1 The design slamming pressure due to high
speed slamming on the bottom of the craft is to be A = design load area for the element under
taken as: consideration [m2].
125 50 dl a cg for plating, A is not to be greater than 3s2 where s

Psl = .K A . K L . [kN/m 2 ] is the spacing of stiffeners.
LB w 50 d Cb
for stiffeners, A is to be taken as the stiffener span
x spacing.
KA = Area factor as given in Fig.3.2.1
1.1
1
KA
0.9
0.8
0.7
0.6
0.5
0.4
0.35
0.3
0.2
0.1
0
-0.5 0 0.5 1 1.5 2 2.5 3
Log10(A x 1000 / AR)
Fig. 3.2.1 : Area factor for slamming pressure
KL = longitudinal distribution factor

3.3 Forebody side and bow impact pressure
= 0.5 at A.P.
3.3.1 Forebody side and bow in the region forward
= 0.5 + x/L for x/L 0.5 0.25L from the F.P is to be strengthened for bow
impact pressure Pi, is to be taken as:
= 1.0 for 0.5 x/L 0.8
Pi = CL (2.2 + 1.5 tan ) (0.4 V Sin + 0.6 L)2
= 3.0 2.5 x/L for x/L > 0.8 . x/L [kN/m2]
where x = distance of load point from the A.P. where,
dl = deadrise angle in degrees at the section under V = maximum speed (knots)

consideration = angle made by the tangent to water line with the
centre line of the ship at the point under
d = deadrise angle at l.c.g. consideration as shown in Fig.3.3.1

Chapter 4
3.5 Sea pressure

CL = 0.0125L, not to be taken more than 1.0
= angle between the side shell and the vertical as 3.5.1 The pressure p acting on the crafts side,
shown in Fig.3.3.1 bottom and weather decks is to be taken as:
x = distance from A.P.
- For load point below design waterline:
p = 10 ho + (ks 1.5 ho/T) Cw [kN/m2]

Y
- For load point above design waterline:
p = ks (Cw 0.8 ho) [kN/m2]
ho = vertical distance [m] from fully loaded

waterline to the loadpoint

Y
ks = 7.5 aft of amidships
FP SEC Y-Y = 5/CB forward of F.P.
elsewhere, the value of ks may be obtained by linear

interpolation.
Fig.3.3.1 : Bow flare details
p is not to be taken less than:
10 [kN/m2] for crafts sides,

3.4 Impact pressure on flat cross deck
5 [kN/m2] for weather decks
3.4.1 The impact pressure due to slamming on
bottom of flat cross deck of multi hull vessels is to
For vessels with service restriction notation RS3
be not less than:
the above values may be reduced to 5 [kN/m2] and
125 3 [kN/m2] respectively.
Pd = x
(0.66 LBw + 0.33 Ld Bd ) 3.5.2 For decks forming crown of tanks, loads due to
liquids in tanks should be considered as for
bulkheads given in 3.6.
a cg G
K A 1 A [kN/m 2 ]
Cb Hs 3.5.3 The design pressure on superstructure and
bulkheads and deckhouses is not to be taken less
than:
where,
p = a ks (Cw 0.8 ho) [kN/m2]
KA = area factor as given in 3.2.1,
where, ho is as defined in 3.5.1
Ld = length of wet cross deck [m]
a = factor for location:
Bd = breadth of wet cross deck [m]
= 2.0 for lowest tier of unprotected fronts
GA = Vertical distance from the fully loaded water
line to bottom of cross deck [m]. = 1.5 for 2nd tier unprotected fronts
= 1.0 for deckhouse sides
= 0.8 elsewhere.

Page 7 of 9
The design pressure p, should not be less than: = 24 [kN/m2] for L > 90 m.
10 + 0.05L [kN/m2] for lowest tier of unprotected 3.6.3 The design pressure on wash bulkheads is to
fronts and be taken not less than:
5 [kN/m2] elsewhere. p = (4 0.005L) lt [kN/m2] for transverse

bulkheads
For crafts with notation RS3 the above values may
be reduced to 5 [kN/m2] and 3 [kN/m2] respectively. = (3 0.01B) bt [kN/m2] for longitudinal
bulkheads
3.6 Loads on bulkheads
where,
3.6.1 The design pressure for ordinary watertight
bulkheads is given by lt = greater of the distances between the adjacent
transverse bulkheads
p = 10 h [kN/m2]
bt = greater of the distances between adjacent
where, longitudinal bulkheads.
h = the vertical distance from the centre of loading 3.7 Pressure due to dry cargo, stores and
to the top of bulkhead or to the flooded waterline if equipment
it is higher.
3.7.1 The design pressure on inner bottom, decks
3.6.2 The design pressure for tank bulkheads are and hatchcovers due to dry cargo, stores or
normally to be taken as the greater of: equipment is to be taken as the following:
p = (10 + 5 av) hs [kN/m2] p = q (10 + 5 av) [kN/m2]
p = 6.7 hp [kN/m2] av is as given in 2.1.3
p = 10 hs + po [kN/m2] q = deck cargo load [t/m2]
where, = 1 [t/m2] for weather decks and hatchcovers

with cargo loading, in general
av = vertical acceleration at the load point as given in = 1.6 [t/m2] for platform deck in machinery spaces
2.1.3
= H [t/m2] for tween decks or inner bottom
hs = vertical distance from the load point to top of
tank [m]. where,
hp = vertical distance from the load point to top of = density of cargo [t/m3] and H is the
air pipe [m]. stowage height [m]
po = (0.2L + 6) [kN/m2] for L 90 m q = 0.35 [t/m2] for accommodation decks.

Chapter 4
Section 4
Global Loads
4.1 Longitudinal hull girder bending and shear Table 4.1.2

loads
Location from Positive shear Negative shear
4.1.1 The longitudinal bending and shear strength of A.P force (+) force (-)
the hull girder is to be based on A.P 0 0
i) the combination of still water and wave 1.589 C b

0.2L to 0.3L -0.92
bending moments and shear forces as given C b + 0.7
in 4.1.2, or
ii) the dynamic bending moments and shear 0.4L to 0.6L 0.7 -0.70
forces due to slamming effects as given in
4.1.3, whichever is higher. 1.727 C b
0.7L to 0.85L 1.0
(C b + 0.7)
4.1.2 The total longitudinal bending moment
amidships is given by: F.P 0 0
ML = Ms + Mw
4.1.3 The total longitudinal bending moment
where, amidships due to slamming is to be taken as:
Ms = the still water bending moment [kN-m] Msl = 0.33 L (1 + acg) [kN-m]
Mw = -0.11 Cw L2 B (Cb + 0.7) [kN-m] The corresponding shear force due to slamming is to
for sagging condition be taken as:
= + 0.19 Cw L2 B Cb [kN-m] 4 M sl
- for hogging condition Q sl = [ kN ]
L
In the above formula Cb is not to taken less than 0.6.
4.2 Twin hull loads
For multi-hull crafts B is to be replaced by Bw as
defined in 1.2.4. 4.2.1 The strength of the cross deck structure
connecting twin hull is to be analysed for forces and
The total shear force on longitudinal hull girder: moments as indicated below unless other values
verified by model tests or full scale measurements
Q L = Qs + Qw are submitted.
where, 4.2.2 For crafts with partially submerged hulls such

as catamarans the twin hull transverse bending
Qs = still water shear force [kN] moment, MT, and the corresponding shear force QT
at centre line between the twin hull are taken as:
Qw = 0.3 kwq . Cw L . B (Cb + 0.7) [kN]
9.81 b a cg
Kwq = the distribution factor for +ve and ve shear MT = [kN m]
4
forces given in Table 4.1.2.
and

Page 9 of 9
9.81 a cg
Q = [kN] MT = FST . hST [kN-m]
T 3
where b is the transverse distance between the

centre of the two hulls. (See Fig.4.2.3).
Mp
MT Mp
QT
/2 /2
Fig. 4.2.4 : Twin hull pitch connection moment
b
where,
Fig. 4.2.3 : Twin hull transverse BM and SF
FST = Side force at mid draught of hull =
9.56 . T . 2/3 . K1 K2 [kN]
K1 = 2.07 tanh (/1100)

4.2.3 The twin hull pitch connection moment Mp K2 = 1 + 0.47 tanh [ 1.64 Ls/(1/3) 6]
about the transverse axis, is to be taken as: (See
Fig.4.2.4) hST = distance from mid draught to the midpoint of
cross deck structure [m].
9.81 a cg L
Mp = [kN m] Ls = the length of the struts [m].
8
4.2.4 For crafts with fully submerged hulls such as

SWATH the transverse bending moment Mt is to be
taken as:
End Of Chapter

Page 1 of 20
Chapter 5
Stability, Subdivision, Watertight and Weathertight Integrity

Contents
Section
1 General, Definitions, Documentation
2 General Stability Requirements
3 Requirements for Stability of Passenger Craft
4 Requirements for Stability of Cargo Craft
5 Watertight and Weathertight Integrity
6 Subdivision and Arrangement
7 Weathertight Integrity and Loadline for Craft with LC or HSLC Notation
Section 1
General, Definitions, Documentation
1.1 Scope 1.2 Definitions
1.1.1 Crafts for which HSC code is applicable i.e. 1.2.1 For the purpose of this and other chapters,
which are assigned class notation HSC are to unless expressly defined otherwise, the following
satisfy the requirements given in Sections 2, 3, 4, 5 definitions apply.
and the applicable requirements of Section 6 of this
chapter. 1.2.2 Down flooding point means any opening,
irrespective of size, that would permit passage of
Other fast crafts for which class notation LC or water through a water/weathertight structure (e.g.
HSLC is assigned should satisfy the applicable opening windows), but excludes any opening kept
stability requirements of Part 3, Chapter 1, Section closed to an appropriate standard of
1.4 in Rules and Regulations for the Construction water/weathertightness at all times other than when
and Classification of Steel Ships. required for access or for operation of portable
submersible bilge pumps in an emergency (e.g. non-
Crafts with class notation 'LC' or HSLC shall also opening windows of similar strength and
satisfy the requirements related to subdivision and weathertight integrity to the structure in which they
arrangement, weathertight integrity and loadline are installed).
indicated in Sections 6 and 7
1.2.3 Elsewhere when applied to sill and coaming
1.1.2 In addition to 1.1.1 above, all craft should heights in 5.6 and 5.7 is taken as applying to all
satisfy any other stability requirements specified by weathertight and watertight closures located on or
the Administration. below the datum.
1.1.3 Other general requirements in respect of 1.2.4 Fully submerged foil means a foil having no
subdivision and arrangement, weathertight integrity lift components piercing the surface of the water in
and loadline are given in Section 5 and 6. the foil borne mode.
1.2.5 Monohull craft means any craft which is not a

multihull craft.

Chapter 5
Page 2 of 20 Stability, Subdivision, Watertight and Weathertight Integrity
1.2.6 Multihull craft means a craft which in any a) Lines plan and offset table.
normally achievable operating trim or heel angle,
has a rigid hull structure which penetrates the b) Hydrostatic tables, cross curve tables.
surface of the sea over more than one discrete area.
c) Data of all compartment and sub-compartment
1.2.7 Permeability of a space means the percentage boundaries.
of the volume of that space which can be occupied
by water. d) Position of all non-watertight and non-
weathertight openings.
1.2.8 Skirt means a downwardly extending, flexible
structure used to contain or divide an air cushion. e) Stability investigation with input and output
data including initial loading conditions.
1.2.9 = volume of displacement corresponding to
the design waterline [m3]. f) Inclining test report.
1.3 Documentation g) Intact stability report, damage stability

computations
1.3.1 The following plans or documents are to be
submitted for examination or approval of stability, h) Damage control plan.
as applicable:
Section 2
General Stability Requirements
2.1 General
The adequacy of mathematical simulations must first
2.1.1 A craft is to have: be demonstrated by correlation with full-scale or
model tests for the appropriate type of craft. It may
a) Buoyancy and stability characteristics adequate be appropriate to use mathematical simulations to
for safety where the craft is operated in the help to identify the more critical scenarios for
displacement mode both in the intact condition subsequent physical testing.
and damaged condition;
The model or full-scale tests and/or calculations (as
b) Stability characteristics and stabilization system appropriate) shall also include consideration of the
adequate for safety when the craft is operated in following known stability hazards to which high-
the non-displacement mode and during the speed craft are known to be liable, according to craft
transient mode; type.
c) Stability characteristics in the non-displacement a) directional instability, which is often coupled

and transient modes adequate to transfer the with roll and pitch instabilities;
craft safely to displacement mode in case of any
system malfunction. b) broaching and bow diving in following seas at
speeds near to wave speed, applicable to most
2.1.2 Other means of demonstrating compliance types;
with the requirements of any part of this chapter
may be accepted, provided that the method chosen c) bow diving of planing monohulls and
can be shown to provide an equivalent level of catamarans due to dynamic loss of longitudinal
safety. Such methods may include: stability in relatively calm seas;
a) mathematical simulation of dynamic behaviour; d) reduction in transverse stability with increasing

b) scale model testing; and speed of monohulls;
c) full-scale trials.

Page 3 of 20
e) porpoising of planing monohulls, being coupled b) watertight or weathertight compartments

pitch and heave oscillations, which can become situated above the datum.
violent;
In considering the stability after damage, flooding
f) chine tripping, being a phenomenon of planing shall be assumed to occur until limited by
monohulls occurring when the immersion of a
chine generates a strong capsizing moment; (a) watertight boundaries in the equilibrium
condition and
g) plough-in of air-cushion vehicles, either
longitudinal or transverse, as a result of bow or (b) weathertight boundaries in intermediate stages
side skirt tuck-under or sudden collapse of skirt of flooding and within the range of positive
geometry, which, in extreme cases, can result in righting lever required to satisfy the residual
capsize; stability requirements.
h) pitch instability of SWATH (small waterplane Where a buoyant space is subjected to increased
area twin hull) craft due to the hydrodynamic fluid pressure in the equilibrium position after
moment developed as a result of the water flow damage, the boundaries and associated openings and
over the submerged lower hulls; penetrations of that space are to be designed and
constructed to prevent the passage of fluid under that
i) reduction in effective metacentric height (roll pressure.
stiffness) of surface effect ships (SES) in high-
speed turns compared to that on a straight 2.2.2 Arrangements are to be provided for checking
course, which can result in sudden increases in the watertight or weathertight integrity of all
heel angle and/or coupled roll and pitch compartments considered for calculation of reserve
oscillations; and buoyancy in paragraph 2.2.1.
j) resonant rolling of SES in beam seas, which, in 2.3 Intact stability in the displacement mode
extreme cases, can result in capsize.
2.3.1 Hydrofoil craft fitted with surface-piercing
2.1.3 Suitable calculations shall be carried out foils and/or fully submerged foils are to have
and/or tests conducted to demonstrate that, when sufficient stability under all permitted cases of
operating within approved operational limitations, loading to comply with the relevant provisions of
the craft will, after a disturbance causing roll, pitch, HSC Code Annex 6 (Annexure 4 of these rules) and
heave or heel due to turning or any combination specifically maintain a heel angle of less than 10o
thereof, return to the original attitude. when subjected to the greater of the heeling
moments given in 1.1.2 and 1.1.4 of that annex.
Where calculations are employed, it shall first be
shown that they correctly represent dynamic 2.3.2 Subject to 2.3.4, multihull craft should meet
behaviour within the operational limitations of the the relevant requirements of HSC Code Annex 7
craft. (Annexure 5 of these rules) for all permitted
conditions of loading.
2.2 Buoyant spaces
2.3.3 Subject to 2.3.4 monohull craft other than
2.2.1 All crafts are to have a sufficient reserve of hydrofoil craft are to meet the relevant requirements
buoyancy at the design waterline to meet the intact of HSC Code Annex 8 (Annexure 6 of these rules)
and damage stability requirements of this chapter. in all permitted conditions of loading.
The Administration may require a larger reserve of
buoyancy to permit the craft to operate in any of its 2.3.4 Where the characteristics of multihull craft are
intended modes. This reserve of buoyancy should be inappropriate for application of HSC Code annex 7
calculated by considering: (annexure 5 of these rules) or the characteristics of
monohull craft are inappropriate for application of
a) watertight compartments situated below the HSC Code Annex 8 (Annexure 6 of these rules),
datum, and; alternative criteria equivalent to those stipulated as
appropriate to the type of craft and area of operation
may be accepted subject to the approval of the

Chapter 5
Administration. The requirements of HSC Code 2.4.5 In the case of an air cushion vehicle fitted with
Annexures 7 and 8 may be applied as indicated in flexible skirts, it should be demonstrated that the
the table below: skirts remain stable under operational conditions.
2.5 Intact stability in the transitional mode

Table 2.3.4 : Application of HSC Code annexes
7 and 8 (annexures 5 and 6 of these rules) to 2.5.1 For all weather conditions upto the worst
monohull and multihull craft intended conditions, the time to pass from the
displacement mode to the non-displacement mode
GMT Angle of maximum GZ and vice versa should be minimal unless it is
25 > 25 demonstrated that no substantial reduction of
3m annex 7 or annex 8 stability occurs during this transition.
annex 8
>3m annex 7 annex 7 or 2.5.2 Hydrofoil crafts are also to comply with the
annex 8 relevant provisions of HSC Code Annex 6
(Annexure 3 of these Rules).
where,
2.6 Buoyancy and stability in the displacement
GZ = righting lever; mode following damage
GMT = transverse metacentric height in the loading 2.6.1 The requirements of this section apply to all
condition corresponding to the design waterline, permitted conditions of loading.
corrected for free surface effects [m].
2.6.2 For the purpose of making damage stability
2.4 Intact stability in the non-displacement mode calculations the following volume and surface
permeabilities are to be assumed in general.
2.4.1 The requirements of this section and section
3.3 should be applied on the assumption that any Spaces Permeability
stabilization systems fitted are fully operational. Appropriated to cargo or stores 60
Occupied by accommodation 95
2.4.2 The roll and the pitch stability on the first Occupied by machinery 85
and/or any other craft of a series should be Intended for liquids 0 or 95*
qualitatively assessed during operational safety trials Appropriated for cargo vehicles 90
as required by HSC Code - Chapter 18 and Annex 8. Voids spaces 95
The result of such trials may indicate the need to * whichever results in the more severe requirements.
impose operational limitations.
2.6.3 Notwithstanding 2.6.2, permeability
2.4.3 Where crafts are fitted with surface piercing determined by direct calculation should be used
structure or appendages, precautions should be taken where a more onerous condition results, and may be
against dangerous attitudes or inclinations and loss used where a less onerous condition results from that
of stability subsequent to a collision with a provided according to 2.6.2.
submerged or floating object.
2.6.4 Administrations may permit the use of low
2.4.4 In designs where periodic use of cushion density foam or other media to provide buoyancy in
deformation is employed as a means of assisting void spaces, provided that there is satisfactory
craft control, or periodic use of cushion air evidence to show that any such proposed medium is
exhausting to atmosphere for purposes of craft the most suitable alternative and is:
manoeuvring, the effects upon cushion-borne
stability should be determined, and the limitations a) of closed cell form if foam, or otherwise
on the use by virtue of craft speed or attitude should impervious to water absorption;
be established.
b) structurally stable under service conditions;

Page 5 of 20
c) chemically inert in relation to structural would result in a more severe condition, should be
materials with which it is in contact or other also investigated.
substances with which the medium is likely to
be in contact (reference is made to Chapter 10, 2.6.7 The following side damages are to be assumed
Clause 2.6.3.7); anywhere on the periphery of the craft:
d) properly secured in place and easily removable a) the longitudinal extent of damage is to be 0.75
for inspection of the void spaces. 1/3 , or (3m + 0.225 1/3 ) or 11 m, whichever
is the least;
2.6.5 Void bottom spaces may be fitted within the
watertight envelope of the hull without the provision b) the transverse extent of penetration into the craft
of a bilge system or air pipes, subject to the approval is to be 0.2 1/3. However, where the craft is
of the Administration, provided that: fitted with inflated skirts or with non-buoyant
side structures, the transverse extent of
a) the structure is capable of withstanding the penetration is to be at least 0.12 1/3 into the
pressure head after any of the damages required main buoyancy hull or tank structure; and
by this section;
b) when carrying out a damage stability calculation c) the vertical extent of damage is to be taken for
in accordance with the requirements of this the full vertical extent of the craft.
section, any void space adjacent to the damaged
zone shall be included in the calculation and the The damages described in this paragraph shall be
criteria in 2.6, 3.4 and 4.1 are complied with; assumed to have the shape of a parallelepiped.
Applying this to Fig.2.6.7a, the inboard face at its
c) the means by which water which has leaked into mid-length shall be tangential to, or otherwise
the void space is to be removed shall be touching in at least 2 places, the surface
included in the craft operating manual required corresponding to the specified transverse extent of
by HSC Code chapter 18; and penetration, as illustrated in Fig.2.6.7.a.
d) adequate ventilation is provided for inspection Side damage shall not transversely penetrate a
of the space under consideration as required by greater distance than the extent of 0.21/3 at the
2.2.2. design waterline or the lesser extent given in 2.6.7b.
(Refer to Fig. 2.6.7b and Fig.2.6.7c).
Void spaces filled with foam or modular buoyancy
elements are considered to be void spaces for the If considering a multihull, the periphery of the craft
purposes of this paragraph, provided such foam or is considered to only be the surface of the shell
elements fully comply with 2.6.4. encompassed by the outboard surface of the
outermost hull at any given section.
2.6.6 Any damage of a lesser extent than that
postulated in 2.6.7 to 2.6.10, as applicable, which

Chapter 5

Page 7 of 20
2.6.8 Extent of bow and stern damage

M = 1.3 for high-tensile steel
2.6.8.1 The following extents of damage are to be
applied to bow and stern, as illustrated in Fig.2.6.8: = 1.0 for aluminium alloy
a) at the fore end, damage to the area defined = 0.95 for mild steel
as Abow, the aft limit of which being a
transverse vertical plane, provided that this = 0.8 for fibre reinforced plastics.
area need not extend further aft from the
forward extremity of the crafts watertight Where materials are mixed, the material factor is to
envelope than the distance defined in be taken as a weighted mean, weighted according to
2.6.7a) and the mass of material in the area defined by Abow.
b) at the aft end, damage to the area aft of a f = framing factor

transverse vertical plane at a distance
0.21/3 forward of the aft extremity of the = 0.8 for longitudinal deck and shell stiffening
watertight envelope of the hull.
Abow = 0.0035 A m f V, but not les than 0.04A = 0.9 for mixed longitudinal and transverse
stiffening
where,
= 1.0 for transverse deck and shell stiffening
Abow is the plan projected area of craft energy
absorbing structure forward of the transverse plane V = 90% of maximum speed [knots].
[m2] (See Fig.2.6.8).
2.6.8.2 The provisions of 2.6.6 in relation to damage
A = total plan projected area for the full length of of lesser extent remain applicable to such damage.
the craft [m2]
m = material factor = 0.95/M
2.6.9 Extent of bottom damage in areas vulnerable ii) it also lies below two planes represented by
to raking damage lines AB and BC in Fig.2.6.9.1, which are
perpendicular to the craft centreline plane and at
2.6.9.1 heights as shown in the figure.
a) Any part of the surface of the hull(s) is For multihulls, individual hulls shall be considered
considered to be vulnerable to raking damage if: separately.
i) it is in contact with the water at 90% of b) Raking damage shall be assumed to occur along
maximum speed in smooth water, and any fore-and-aft line on the surface of the

Chapter 5
hull(s) between the keel and the upper limit

defined in the Figure 2.6.9.1: Structures such as single plate skegs or solid metal
appendages are to be considered to be non-buoyant
where, and thus excluded.
T = maximum draught of the hull (each hull c) Damage shall not be applied at the same time as
considered individually in the case of multihulls) to that defined in 2.6.7 or 2.6.9.
the design waterline, excluding any non-buoyant
structure.
This line is parallel to

the design waterline design waterline
0.3 T T
C
A B
This area is
vulnerable to
raking damage 0.5 L
Fig.2.6.9.1
2.6.9.2 Extent the lesser, in association with an athwartship girth

along the shell equal to 0.1 1/3, where is the
a) Two different longitudinal extents shall be volume of displacement corresponding to the design
considered separately: waterline [m3]. However, this penetration or girth
shall under no circumstances extend above the
i) 55% of the length L, measured from the vertical extent of the vulnerable area as specified in
most forward point of the underwater 2.6.9.1 a).
buoyant volume of each hull; and
c) The shape of damage is to be assumed to be
ii) a percentage of the length L, applied rectangular in the transverse plane as illustrated in
anywhere in the length of the craft, equal to Fig.2.6.9.2. Damage is to be assumed at a series of
35% for craft where L = 50 m and over and sections within the defined longitudinal extent in
equal to (L/2+10)% for craft where L is less accordance with Fig.2.6.9.2, the mid-point of the
than 50 m. damaged girth being maintained at a constant
distance from the centerline throughout that
b) Except as provided below, the penetration normal longitudinal extent.
to the shell shall be 0.04 1/3 , or 0.5 m, whichever is

Page 9 of 20
2.6.10 Extent of bottom damage in areas not 2.6.12 Following any of the postulated damages
vulnerable to raking damage detailed in 2.6.6 to 2.6.11, the craft in still water
shall have sufficient buoyancy and positive stability
2.6.10.1 to simultaneously ensure that:
This applies to all parts of the hull(s) below the a) for all craft other than amphibious air-cushion
design waterline which are not defined as vulnerable vehicles, after flooding has ceased and state of
to raking damage in 2.6.9.1. Damage shall not be equilibrium has been reached, the final
applied at the same time as that defined in 2.6.7, waterline is below the level of any opening
2.6.8 or 2.6.9. through which further flooding could take place
by at least 50% of the significant wave height
2.6.10.2 Extent corresponding to the worst intended conditions;
The following extent of damage shall be assumed: b) for amphibious air-cushion vehicles, after
flooding has ceased and a state of equilibrium
a) the length of damage in the fore-and-aft has been reached, the final waterline is below
direction shall be 0.751/3 or (3 m + 0.225 1/3), the level of any opening through which further
or 11 m whichever is the least; flooding could take place by at least 25% of the
significant wave height corresponding to the
b) the athwartships girth of damage shall be worst intended conditions;
0.21/3 ; and
c) there is a positive freeboard from the damage
c) the depth of penetration normal to the shell shall waterline to survival craft embarkation
be 0.021/3. positions;
d) the shape of damage shall be assumed to be d) essential emergency equipment, emergency

rectangular in the plane of the shell of the craft radios, power supplies and public address
and rectangular in the transverse plane as systems needed for organising the evacuation
illustrated in Fig.2.6.9.2. remain accessible and operational; and
2.6.11 In applying 2.6.9 and 2.6.10 to multihull e) the residual stability of craft meets the
craft, an obstruction at or below the design waterline appropriate criteria as laid out in HSC Code
of upto 7 [m] width shall be considered in annexes 7 and 8 according to Table 2.3.4.
determining the number of hulls damaged at any one
time. The requirement of 2.6.6 shall also be applied. 2.6.13 Downflooding openings referred to in 2.6.12
a) and 2.6.12. b) shall include doors and hatches
which are used for damage control or evacuation

Chapter 5
procedures, but may exclude those which are closed 2.7.6 The above mentioned stability information
by means of weathertight doors and hatch covers demonstrating compliance with this chapter is to be
and not used for damage control or evacuation furnished in the form of a stability information book
procedures. to be kept on board the craft at all times in the
custody of the master. The information is to include
2.7 Inclining and stability information particulars appropriate to the craft and must reflect
the crafts loading conditions and mode of operation.
2.7.1 Every craft on completion of build is to be Any enclosed superstructures or deckhouses
inclined and the elements of its stability determined. included in the cross curves of stability and the
When an accurate inclining is not practical the critical downflooding points and angles is to be
lightship displacement and centre of gravity may be identified.
determined by a lightweight survey and accurate
calculation subject to agreement by the Statutory 2.7.7 Every craft is to have scales of draughts
Authority. marked permanently and clearly at the bow and
stern. Accuracy of the draught marks should be
2.7.2 On all craft, where an accurate inclining demonstrated to the Administration prior to the
experiment is impractical owing to the height of the inclining experiment. In the case where the draught
center of gravity (VCG or KG) being less than one marks are not located where they are easily readable,
third of the transverse metacentric height (GMT), the or operational constraints for a particular trade make
Administration may accept estimation of KG by it difficult to read the draught marks, then the craft is
detailed calculation in place of an inclining also be fitted with a reliable draught indicating
experiment. In such cases, a displacement check system by which the bow and stern draughts can be
shall be undertaken to confirm the calculated determined.
lightship characteristics, including LCG, which may
be accepted if the measured lightship displacement For amphibious air-cushion vehicles this may be
and LCG are respectively within 2% and 1% L achieved by the use of draught gauges in
relative to the estimate. conjunction with deck datum plates.
2.7.3 The master is to be supplied by the owner with 2.8 Loading and stability assessment
reliable information relating to the stability of the
craft which has been approved by the On completion of loading of the craft and prior to its
Administration incorporating such additions and departure on a voyage, the crafts trim and stability
amendments as the Administration may in any is to be determined and recorded by the master in
particular case may have required. order to ascertain that the craft is in compliance with
stability criteria of the relevant requirements. The
2.7.4 Where any alterations are made to a craft so as Administration may accept the use of an electronic
materially to affect the stability information supplied loading and stability computer or equivalent means
to the master, amended stability information is to be for this purpose.
provided. If necessary, the craft is to be re-inclined.
2.9 Damage control plan
2.7.5 A report of each inclining or lightweight
survey carried out in accordance with this Chapter 2.9.1 A damage control plan is to be permanently
and of the calculation therefrom of the lightship exhibited or readily available on the navigating
condition particulars is to be submitted to the bridge and is to include inboard profile, plan views
Administration for approval, together with a copy of each deck and transverse section necessary to
for their retention. The approved report is to be show the following:
placed on board the craft by the owner in the
custody of the master and is to incorporate such a) the watertight boundaries of the ship,
additions and amendments as the Administration
may in any particular case require. The amended b) the locations and arrangements of cross flooding
lightship condition particulars so obtained from time systems if any,
to time is to be used by the master in substitution for
such previously approved particulars when c) the locations of all internal watertight closing
calculating the crafts stability. appliances and their local and remote controls,
position indicators and alarms. Information

Page 11 of 20
regarding the usage of doors such as open length 450 mm and having a breadth of 25 [mm], the
while at sea, not used while at sea etc. should upper edge of which passes through the centre of the
be clearly indicated, ring. The centre of the ring shall be placed at the
longitudinal centre of flotation in the displacement
d) the locations of all doors on the shell of the mode and at a height corresponding to the design
craft, position indicators, leakage detectors and waterline.
surveillance devices,
2.10.2.2 To assist in verifying the position of the
e) the locations of all weathertight closing load line mark, a reference line shall be marked on
appliances in local subdivision boundaries the hull at the longitudinal centre of flotation by a
above the bulkhead deck and on the lowest horizontal bar having a length of 300 mm and a
exposed weather decks, their controls and breadth of 25 [mm] and having the upper edge
position indicators if any, corresponding to the reference line.
f) the locations of all bilge and ballast pumps, 2.10.2.3 Where practicable, the reference line shall
their control positions and associated valves. be related to the uppermost deck at side. Where it is
not possible, the position of the reference line shall
2.9.2 The above information is to be repeated in a be defined from the underside of keel at the
damage control booklet to be kept on board the craft. longitudinal centre of flotation.
The damage control booklet is to also include
instructions for controlling the effects of damage in 2.10.2.4 The mark of the Authority by whom the
detail. load lines, are assigned may be indicated alongside
the load line ring above the horizontal line which
2.10 Marking and recording of the design passes through the centre of the ring, or above and
waterline below it. This mark shall consist of not more than
four initials to identify the Authority's name, each
2.10.1 The design waterline shall be clearly and measuring approximately 115 mm in height and 75
permanently marked on the craft's outer sides by the mm in width.
load line mark described below. This and the
reference line described in 2.10.2.2 below shall be 2.10.2.5 The ring, lines and letters shall be painted
recorded in the High Speed Craft Safety Certificate. in white or yellow on a dark ground or in black on a
For craft where this is not practical, e.g. amphibious light ground and permanently marked. The marks
air-cushion vehicles fitted with peripheral skirts, shall be plainly visible.
defined deck reference points shall be provided from
which the freeboard can be measured and hence the 2.10.3 Verification
draughts obtained.
The High Speed Craft Safety Certificate would not
2.10.2 Loadline mark be issued until it is verified that the marks are
correctly and permanently indicated on the sides of
2.10.2.1 The loadline mark shall consist of a ring the craft.
with an outside diameter of 300 [mm] and width of
25 [mm] which is intersected by a horizontal line of

Chapter 5
Section 3
Requirements for Stability of Passenger Craft
3.1 General all permitted cases of loading and uncontrolled

passenger movements as may occur.
For determination of the effects of passenger weight,
on stability, the following information is to be 3.3 Intact stability in the non-displacement mode
assumed:
3.3.1 The total heel angle in still water due to be
a) The distribution of passengers is 4 persons per effect of passenger movements and due to beam
square metre. wind pressure as per 1.1.4 of HSC Code (Annexure
b) Each passenger has a mass of 75 kg. 4 of these rules) Annex 6 is not to exceed 10o.
c) Vertical centre of gravity of seated passengers is Passenger movement need not be considered where
0.3 m above seat. passengers are required to be seated whenever the
d) Vertical centre of gravity of standing passengers craft is operating in the non-displacement mode.
is 1.0 m above deck.
e) Passengers and luggage are considered to be in 3.3.2 In all loading conditions, the outward heel due
the space normally at their disposal. to turning is not to exceed 8o, and the total heel due
f) Passengers are distributed on available deck to beam wind pressure as per 1.1.4 of HSC Code
areas towards one side of the craft on the decks Annex 6 (Annexure 4 of these Rules) and due to
where assembly stations are located and in such turning is not to exceed 12o outward.
a way that they produce the most adverse
heeling moment. 3.3.3 Demonstrating the effect of the passenger
g) Passengers assumed to be occupying seats are to heeling moment calculated as given in 3.1 above, or
be taken as having a vertical center of gravity a defined beam wind pressure when at speed, shall
corresponding to being seated, with all others be established by conducting a trial or model test
standing. with an equivalent heeling moment applied by test
h) On the decks where assembly stations are weights. Passenger movement may only be
located, the number of passengers on each deck neglected on craft where the safety announcement
shall be that which generates the maximum expressly requires passengers to remain seated
heeling moment. Any remaining passengers throughout the voyage.
shall be assumed to occupy decks adjacent to
those on which the assembly stations are located 3.4 Buoyancy and stability in the displacement
and positioned such that the combination of mode following damage
number on each deck and total heeling moment
generate the maximum static heel angle. 3.4.1 Following any of the postulated damages
i) Passengers are not to be assumed to gain access detailed in 2.6.6 to 2.6.10, in addition to satisfying
to the weather deck nor be assumed to crowd the requirements in 2.6.11 and 2.6.12, the craft in
abnormally towards either end of the craft still water is to have sufficient buoyancy and
unless this is a necessary part of the planned positive stability to simultaneously ensure that:
evacuation procedure.
j) Where there are seats in areas occupied by a) the angle of inclination of the craft from the
passengers, one passenger per seat shall be horizontal does not normally exceed 10o in any
assumed, passengers being assigned to the direction. However, where this is clearly impractical
remaining free areas of the deck (including angles of inclination up to 15o immediately after
stairways, if appropriate) at the rate of four per damage but reducing to 10o within 15 min. may be
square meter. permitted provided that efficient non-slip deck
surfaces and suitable holding points, e.g. holes, bars,
3.2 Intact stability in the displacement mode etc., are provided; and
The craft is to have sufficient intact stability that, b) any flooding of passenger compartments or
when in still water conditions, the inclination of the escape route which might occur will not
craft from the horizontal would not exceed 10o under significantly impede the evacuation of passengers;

Page 13 of 20
e) in intermediate stages of flooding, the

3.4.2 In addition to the requirements in 3.4.1, maximum righting lever shall be at least 0.05 m
category B craft shall also satisfy the following and the range of positive righting lever shall be
criteria after sustaining raking damage of 100% of at least 7.
length L, having the girth and penetration given in
2.6.8.2 b) to any part of the surface of the hull(s) In complying with the above, the righting lever
defined in 2.6.8.1: curve shall be terminated at the angle of
downflooding and only one free surface need be
a) the angle of inclination of the craft from the assumed.
horizontal shall not exceed 20 in the
equilibrium condition; 3.5 Inclining and stability information
b) the range of positive righting lever shall be at 3.5.1 At periodical intervals not exceeding five
least 15 in the equilibrium condition; years, a lightweight survey is to be carried out on all
passenger craft to verify any changes in lightweight
c) the positive area under the righting lever curve displacement and longitudinal centre of gravity. The
shall be at least 0.015 m-rad in the equilibrium passenger craft is to be re-inclined whenever, in
condition; comparison with the approved stability information,
a deviation from the lightweight displacement
d) the requirements of 2.6.11c) and 3.4.1b) are exceeding 2% or a deviation of the longitudinal
satisfied; and centre of gravity exceeding 1% of L is found or
anticipated.
Section 4
Requirements for Stability of Cargo Craft
4.1 Buoyancy and stability in the displacement

mode following damage 4.2 Inclining
Following any of the postulated damages detailed in Where it is satisfied by lightweight survey,
2.6.6 to 2.6.10, in addition to satisfying the weighting or other demonstration, that the
requirements of 2.6.11 and 2.6.12, the craft in still lightweight of a craft is closely similar to that of
water is to have sufficient buoyancy and positive another craft of the series to which 2.7.1 has been
stability to simultaneously ensure that the angle of applied, the Administration may waive the
inclination of the craft from the horizontal does not requirement of 2.7.1 for craft to be inclined. In this
normally exceed 15o in any direction. However, regard, a craft which lies within the parameters of
where this is clearly impractical, angles of 3.5.1, when compared with a craft of the series
inclination upto 20o immediately after damage but which has been inclined, is to be regarded as being
reducing to 15o within 15 min. may be permitted closely similar to that craft.
provided that efficient non-slip deck surface and
suitable holding points, e.g. holes, bars, etc., are
provided.

Chapter 5
Section 5
Watertight and Weathertight Integrity

5.1 Openings in watertight divisions of SOLAS. In passenger areas and areas where the
ambient noise exceeds 85 dB(A) the audible alarm
5.1.1 The number of openings in watertight shall be supplemented by an intermittent visual
bulkheads shall be kept at the minimum compatible signal at the door. Where such doors are essential for
with the design and proper working of the craft and the safe work of the craft, hinged watertight doors
all such doors shall be closed prior to departure of having only local control may be accepted for areas
the craft from the berth. to which crew only have access, provided they are
fitted with remote indicators as required by 5.1.4.
5.1.2 Doors in watertight bulkheads may be hinged
or sliding. They shall be shown by suitable testing to 5.1.7 Where pipes, scuppers, electric cables, etc. are
be capable of maintaining the watertight integrity of carried through watertight divisions, the
the bulkhead. Such testing shall be carried out for arrangements for creating a watertight penetration
both sides of the door and shall apply a pressure shall be of a type which has been prototype tested
head 10% greater than that determined from the under hydrostatic pressure equal to or greater than
minimum permissible height of a downflooding that required to be withstood for the actual location
opening. (Refer to 2.6.12) Testing may be carried in the craft in which they are to be installed. The test
out either before or after the door is fitted into the pressure shall be maintained for at least 30 min and
craft but, where shore testing is adopted, satisfactory there must be no leakage through the penetration
installation in the craft shall be verified by arrangement during this period. The test pressure
inspection and hose testing. head shall be 10% greater than that determined from
the minimum permissible height of a downflooding
5.1.3 Type approval may be accepted in lieu of opening. Watertight bulkhead penetrations which are
testing individual doors, provided the approval effected by continuous welding do not require
process includes pressure testing to a head equal to, prototype testing.
or grater than, the required head (Refer to 5.1.2).
5.1.8 Where a ventilation trunk forms part of a
5.1.4 All watertight doors shall be capable of being watertight boundary, the trunk shall be capable of
operated when the craft is inclined upto 15, and withstanding the water pressure that may be present,
shall be fitted with means of indication in the taking into account the maximum inclination angle
operating compartment showing whether they are allowable during all stages of flooding.
open or closed. All such doors shall be capable of
being opened and closed locally from each side of 5.2 Inner bow doors
the bulkhead.
5.2.1 Where ro-ro craft are fitted with bow loading
5.1.5 Watertight doors shall remain closed when the openings, an inner bow door shall be fitted abaft
craft is at sea, except that they may be opened for such openings to restrict the extent of flooding in the
access. A notice shall be attached to each door to the event of failure of the outer closure. This inner bow
effect that it is not to be left open. door, where fitted, shall be:
5.1.6 Watertight doors shall be capable of being a) weathertight to the deck above, which deck
closed by remote control from the operating shall itself be weathertight forward to the bow
compartment in not less than 20s and not more than loading opening;
40s, and shall be provided with an audible alarm,
distinct from other alarms in the area, which will b) so arranged as to preclude the possibility of a
sound for at least 5s but no more than 10s before the bow loading door causing damage to it in the
doors begin to move whenever the door is closed case of damage to, or detachment of, the bow
remotely by power and continue sounding until the loading door;
door is completely closed. The power, control and
indicators shall be operable in the event of main c) forward of all positions on the vehicle deck in
power failure, as required by regulation II-1/15.7.3 which vehicles are intended to be carried; and

Page 15 of 20
where,
d) part of a boundary designed to prevent flooding
into the remainder of the craft. A = the total area of freeing ports on each side of the
deck in m2; and
5.2.2 A craft may be exempted from the requirement
of fitting such an inner bow door where l = the length of the compartment [m];
requirements given in at least one of the following
clauses 5.2.2.1 to 5.2.2.4, are complied with. b) the craft shall maintain a residual freeboard to
the deck of the ro-ro space of at least 1 [m] in
5.2.2.1 The vehicle loading deck at the inner bow the worst condition;
door position is above the design waterline by a
height more than the significant wave height c) such freeing ports shall be located within the
corresponding to the worst intended conditions. height of 0.6 [m] above the deck of the ro-ro
space and the lower edge of the ports shall be
5.2.2.2 It is demonstrated, using model tests or within 0.02 [m] above the deck of the ro-ro
mathematical simulations, that when the craft is space; and
proceeding at a range of speeds upto the maximum
attainable speed in the loaded condition at all d) such freeing ports shall be fitted with closing
headings in long crested seas of the greatest devices or flaps to prevent water entering the
significant wave height corresponding to the worst deck of the ro-ro space whilst allowing water
intended conditions, either: which may accumulate on the deck of the ro-ro
space to drain.
a) the bow loading door is not reached by waves;
or 5.3 Other provisions for ro-ro craft
b) having been tested with the bow loading door 5.3.1 The distance of the lowest point of all accesses
open to determine the maximum steady-state in the ro-ro space that lead to spaces below the deck,
volume of water which accumulates, it is shown measured above the design waterline, is not to be
by static analysis that, with the same volume of less than the height required from the tests
water on the vehicle deck(s), the residual conducted according to 5.2.2.2 or 3 m, whichever is
stability requirements are satisfied. If the model higher.
tests or mathematical simulations are unable to
show that the volume of water accumulated 5.3.2 Where vehicle ramps are installed to give
reaches a steady state, the craft shall be access to spaces below the deck for the ro-ro space,
considered not to have satisfied the conditions their openings shall be capable of being closed
of this exemption. weathertight to prevent ingress of water below.
Details of mathematical simulation methods 5.3.3 Accesses situated at distances lower than that
employed are to be submitted alongwith required by 5.3.1 may be accepted provided they are
validations made against full-scale or model watertight and are closed before the craft leaves the
testing. berth on any voyage and remain closed until the
craft is at its next berth.
5.2.2.3 Bow loading openings lead to open ro-ro
spaces that are provided with guardrails or freeing 5.3.4 The accesses accessed as per 5.3.2 and 5.3.3
ports complying with 5.2.2.4. above shall be fitted with alarm indicators in the
operating compartment.
5.2.2.4 The deck of the lowest ro-ro space above the
design waterline is fitted on each side of the deck 5.3.5 Special category spaces and ro-ro spaces shall
with freeing ports evenly distributed along the sides be patrolled or monitored by effective means, such
of the compartment. These shall either be proven to as television surveillance, so that any movement of
be acceptable using tests according to 5.2.2.2 above vehicles in adverse weather conditions and
or comply with a) to d) below: unauthorized access by passengers thereto can be
detected whilst the craft is under way (Refer Ch.10,
a) A 0.3l 2.10.3).

Chapter 5
5.4 Indicators and surveillance closing shall be such as to maintain weathertight

integrity in all operational conditions.
5.4.1 Indicators
5.6 Doors, windows, etc. in boundaries of
Indicators shall be provided in the operating weathertight spaces
compartment for all shell doors, loading doors and
other closing appliances which, if left open or not 5.6.1 Doors, windows, etc. and any associated
properly secured, could lead to major flooding in the frames and mullions in weathertight superstructures
intact and damage conditions. The indicator system and deckhouses shall be weathertight and shall not
shall be designed on the fail-safe principle and shall leak or fail at a uniformly applied pressure less than
show by visual alarms if the door is not fully closed that at which the adjacent structure would
or if any of the securing arrangements are not in experience permanent set or fail.
place and fully locked and by audible alarms if such
door or closing appliance becomes open or the 5.6.2 For doors in weathertight superstructures, hose
securing arrangements become unsecured. The tests shall be carried out with a minimum pressure of
indicator panel in the operating compartment shall in the hose of at least 0.2 [N/mm2] applied at a
be equipped with a mode-selection function 'harbour maximum distance of 1.5 [m]. The nozzle diameter
/ sea voyage' so arranged that an audible alarm is of the hose is not to be less than 12 [mm].
given in the operating compartment if the craft
leaves harbour with the bow doors, inner doors, 5.6.3 The height above the deck of sills to doorways
stern ramp or any other side shell doors not closed or leading to exposed decks shall be as high above the
any closing device not in the correct position. The deck as is reasonable and practicable, particularly
power supply for the indicator system shall be those located in exposed positions. Such sill heights
independent of the power supply for operating and shall in general not be less than 100 [mm] for doors
securing the doors. to weathertight spaces on decks above the datum and
250 [mm] elsewhere. For craft of 30 [m] in length
5.4.2 Television surveillance and under and having service area notation RS3,
smaller values of sill height may be specially
Television surveillance and a water leakage considered.
detection system shall be arranged to provide an
indication to the operating compartment and to the 5.6.4 Windows are not acceptable in the boundaries
engine control station of any leakage through inner of special category spaces or ro-ro spaces or below
and outer bow doors, stern doors or any other shell the datum. If required by restrictions in the Permit to
doors which could lead to major flooding. Operate, forward-facing windows, or windows
which may be submerged at any stage of flooding,
5.5 Integrity of superstructure shall be fitted with hinged or sliding storm shutters
ready for immediate use.
5.5.1 Where entry of water into structures above the
datum would significantly influence the stability and 5.6.5 Sidescuttles to spaces below the datum shall be
buoyancy of the craft, such structures shall be: fitted with efficient hinged deadlights arranged
inside so that they can be effectively closed and
a) of adequate strength to maintain the secured watertight.
weathertight integrity and fitted with
weathertight closing appliances; or 5.6.6 No sidescuttles shall be fitted in a position so
b) provided with adequate drainage arrangements; that its sill is below a line drawn parallel to and one
or metre above the design waterline.
c) an equivalent combination of both measures.
5.7 Hatchways and other openings
5.5.2 Weathertight superstructures and deckhouses
located above the datum shall, in the outside 5.7.1 Hatchways closed by weathertight covers
boundaries, have means of closing openings with
sufficient strength such as to maintain weathertight The construction and the means for securing the
integrity in all damage conditions where the space in weathertightness of cargo and other hatchways shall
question is not damaged. Furthermore, the means of comply with the following:

Page 17 of 20
a) coaming heights shall in general not be less than at sea and are equipped with arrangements for
100 [mm] for hatches to weathertight spaces on portable guardrails.
decks above the datum and 250 [mm]
elsewhere. For craft of 30 [m] in length and 5.7.3.3 Openings in exposed decks leading to spaces
under and having service area notation RS3, below the datum or enclosed superstructures other
smaller values of coaming height may be than hatchways, machinery space openings,
specially considered. manholes and flush scuttles shall be protected by an
enclosed superstructure or by a deckhouse or
b) the height of these coamings may be reduced, or companionway of equivalent strength and
the coamings omitted entirely, on condition that weathertightness.
the safety of the ship is not thereby impaired in
any sea conditions upto the worst intended 5.7.3.4 The height above the deck of sills to the
conditions subject to approval of the doorways in companionways shall, in general, not
Administration. Where coamings are provided, be less than 100 [mm] for doors to weathertight
they shall be of substantial construction; and spaces on decks above the datum and 250 [mm]
elsewhere. For craft of 30 [m] in length and under
c) the arrangements for securing and maintaining and having service area notation RS3, smaller values
weathertightness shall ensure that the tightness of sill height may be specially considered.
can be maintained in any sea conditions upto the
worst intended conditions. 5.7.4 Ventilators
5.7.2 Machinery space openings 5.7.4.1 Ventilators to spaces below the datum or
decks of enclosed superstructures shall have
5.7.2.1 Machinery space openings shall be properly substantially constructed coamings efficiently
framed and efficiently enclosed by casings of ample connected to the deck. Coaming heights shall in
strength. Where the casings are not protected by general not be less than 100 [mm] for ventilators to
other structures, their strength shall meet the weathertight spaces on decks above the datum and
requirements for exposed deck house bulkheads. 380 [mm] elsewhere. For craft of 30 [m] in length
Access openings in such casings shall be fitted with and under and having service area notation RS3,
weathertight doors. smaller values of coaming height may be specially
considered.
5.7.2.2 Heights of sills and coaming shall, in
general, not be less than 100 [mm] for openings to 5.7.4.2 Ventilators the coamings of which extend to
weathertight spaces on decks above the datum and more than one metre above the deck or which are
380 [mm] elsewhere. For craft of 30 [m] in length fitted to decks above the datum need not be fitted
and under and having service area notation RS3, with closing arrangements unless they face forward
smaller values of sill and coaming heights may be or are specifically required by the Administration.
specially considered.
5.7.4.3 Except as provided in 5.7.4.2, ventilator
5.7.2.3 Machinery space ventilator openings shall openings shall be provided with efficient
comply with the requirements of 5.7.4.2. weathertight closing appliances.
5.7.3 Miscellaneous openings in exposed decks 5.7.4.4 Ventilator openings shall face aft or
athwartships whenever practicable.
5.7.3.1 Manholes and flush scuttles on the datum or
within superstructures other than enclosed 5.8 Scuppers, inlets and discharges
superstructures shall be closed by substantial covers
capable of being made watertight. Unless secured by 5.8.1 Discharges led through the shell either from
closely spaced bolts, the covers shall be permanently spaces below the datum or from within
attached. superstructures and deckhouses fitted above the
datum shall be fitted with efficient and accessible
5.7.3.2 Service hatches to machinery, etc. may be means for preventing water from passing inboard.
arranged as flush hatches provided that the covers Normally each separate discharge shall have one
are secured by closely spaced bolts, are kept closed automatic non-return valve with a positive means of
closing it from a position above the datum. Where

Chapter 5
however, the vertical distance from the design the sea shall have air pipes which do not terminate in
waterline to the inboard end of the discharge pipe enclosed spaces.
exceeds 0.01L, the discharge may have two
automatic non-return valves without positive means 5.9.2 All air pipes extending to exposed decks shall
of closing, provided that the inboard valve is always have a minimum height measured from the deck to
accessible for examination under service conditions. the point where water may have access below as
Where the vertical distance exceeds 0.02L, a single follows:
automatic non-return valve without positive means
of closing may be accepted. The means for operating 300 [mm] where the deck is less than 0.05L
the positive-action valve shall be readily accessible above the design waterline; and
and provided with an indicator showing whether the
valve is open or closed. 150 [mm] on all other decks.
5.8.2 Valves on scuppers from weathertight 5.9.3 Air pipes may discharge through the side of
compartments included in the stability calculations the superstructure provided that this is at a height of
shall be operable from the operating compartment. at least 0.02L above any waterline when the intact
craft is heeled to an angle of 15, or 0.02L above the
5.8.3 In manned machinery spaces, main and highest waterline at all stages of flooding as
auxiliary sea inlets and discharges in connection determined by the damage stability calculations,
with the operation of machinery may be controlled whichever is higher.
locally. Such controls shall be readily accessible and
shall be provided with indicators showing whether 5.9.4 All air pipes shall be equipped with
the valves are open or closed. In unmanned weathertight closing appliances of approved
machinery spaces, main and auxiliary sea inlets and automatic type.
discharge controls in connection with the operation
of machinery shall either: 5.10 Freeing ports
a) be located at least 50% of the significant 5.10.1 Where bulwarks on weather decks form
wave height corresponding to the worst wells, ample provision shall be made for rapidly
intended conditions above the deepest freeing the decks of water and for draining them.
flooded waterline following damage The minimum freeing port area (A) one each side of
specified in 2.6.6 to 2.6.10; or the craft for each well on the weather deck of the
main hull(s) shall be:
b) be operable from the operating compart-
ment. a) where the length of bulwark (l) in the well is 20
[m] or less:
A = 0.7 + 0.035l [m2]; and
5.8.4 Scuppers leading from superstructures or b) where l exceeds 20 [m]:

deckhouses not fitted with weathertight doors shall
be led overboard. A = 0.07l [m2],
5.8.5 All shell fittings and the valves required above and, in no case, l need be taken as greater than 0.7L.
shall be of steel, bronze or other approved ductile
material. Valves of ordinary cast iron or similar If the bulwark is more than 1.2 [m] in average
material are not acceptable. Materials are to satisfy height, the required area shall be increased by 0.004
the requirements given in Pt.2 of Rules and [m2] per [m] of length of well for each 0.1 [m]
Regulations for the Construction and Classification difference in height. If the bulwark is less than 0.9
of Steel Ships. [m] in average height, the required area shall be
decreased by 0.004 [m2] per metre of length of well
5.9 Air pipes for each 0.1 [m] difference in height.
5.9.1 Main storage tanks containing flammable

liquids or tanks which can be pumped or filled from

Page 19 of 20
5.10.2 Such freeing ports shall be located within the area shall be as required by 5.10.1. In crafts having
height of 0.6 [m] above the deck and the lower edge superstructures which are open at the aft end, the
shall be within 0.02 [m] above the deck. minimum freeing port area shall be:
5.10.3 All such openings in the bulwarks shall be A = 0.3 b [m2]

protected by rails or bars spaced approximately 230
[mm] apart. If shutters are fitted to freeing ports, where,
ample clearance shall be provided to prevent
jamming. Hinges shall have pins or bearings of non- b = the breadth of the craft at the exposed deck [m].
corrodible material. If shutters are fitted with
securing appliances, these appliances shall be of 5.10.5 Ro-ro craft fitted with bow loading openings
approved construction. leading to open vehicle spaces shall comply with the
provisions of 5.2.
5.10.4 In crafts having superstructures which are
open at front or both ends, the minimum freeing port
Section 6
Subdivision and Arrangement
6.1 Applicability 6.2.4 For craft with two continuous decks and a
large freeboard to the uppermost deck with the
6.1.1 The requirements of 6.2 and 6.3 applies to second deck above design waterline, all bulkheads
crafts with class notation 'LC' or HSLC only. except the collision bulkhead may be terminated at
Other requirements in the section apply to all crafts. the second deck.
6.2 Transverse bulkheads for craft with 'LC' or 6.2.5 The distance xc from the forward perpendicular
HSLC notation to the collision bulkhead is to be between the
following limits:
6.2.1 The following transverse watertight bulkheads
are to be fitted in all ships: xc (minimum) = 0.05L [m]
xc (maximum) = 3.0 + 0.05L [m]
A collision bulkhead
An aftpeak bulkhead However, positioning of collision bulkhead aft of the
A bulkhead at each end of the machinery space. above limits may be considered if calculation
showing that with the craft loaded to design
Additional bulkheads, as necessary to satisfy any waterline, flooding of the space forward of the
applicable Damage Stability requirements are to be collision bulkhead will not result in any part of the
fitted at suitable locations. freeboard deck becoming submerged or result in any
unacceptable loss of stability.
6.2.2 The watertight bulkheads are in general to
extend to the freeboard deck. The afterpeak 6.2.6 Any recesses or steps in collision bulkheads
bulkhead may terminate at the fore deck above the are to fall within the limits of bulkhead positions
loadwater line provided that the deck is made given in 5.1.5.
watertight to the stern or to a watertight transom
floor. 6.3 Openings in watertight divisions and closing
appliances for craft with LC or HSLC
6.2.3 The collision bulkhead is normally to extend to notation
the uppermost continuous deck or, in the case of
ships with a long superstructure that includes a 6.3.1 Openings may be accepted in watertight
forecastle, to the superstructure deck. bulkheads except for that part of the collision
bulkhead below the freeboard deck. The number of
openings in watertight bulkheads is to be reduced to

Chapter 5
the minimum compatible with the design and proper the head of fuel oil is generally not in excess of that
working of the craft. in the adjacent lubricating oil tanks.
6.3.2 Doors in watertight bulkheads shall be shown 6.5 Shell doors

by suitable testing to be capable of maintaining the
watertight integrity of the bulkhead. Such testing is 6.5.1 The scantlings and arrangements of any side
to be carried out for both sides of the door. Testing shell doors, stern or bow doors are to be as given in
may be carried out either before or after the door is Part 3, Chapter 12 of the Rules and Regulations for
fitted; where shore testing is adopted, satisfactory the Construction and Classification of Steel Ships;
installation shall be verified by inspection and hose with appropriate value of design loads given in
testing. Chapter 4 of these rules for high speed crafts and
light crafts. In the case of aluminium doors,
6.3.3 Watertight doors are to be kept closed at sea, appropriate material factor is to be used in the
except that they may be opened for access. A notice formulations.
should be attached to each door to the effect that it is
not to be left open. 6.6 Testing of hull structure
6.3.4 Where pipes, scuppers, electrical cables etc. 6.6.1 In general the testing of tanks, watertight
are carried through watertight divisions, the bulkheads, weathertight hatchcovers and closing
arrangements for creating a watertight penetration appliances is to be carried out in accordance with the
shall be of a type which has been prototype tested requirements given in Part 3, Chapter 18, Section 3
under hydraulic pressure for the intended head. of the Rules and Regulations for the Construction
and Classification of Steel Ships.
6.4 Cofferdams
In the case of vessels with 'HSC' notation the
6.4.1 Fuel oil, lubricating oil and freshwater tanks references to 'freeboard deck' in the above rules are
are to be separated from each other by cofferdams. to be taken as references to 'Datum'.
However, cofferdams need not be fitted between
fuel oil and lubricating oil tanks provided that the (See also 5.1.2 and 5.1.7 for crafts with 'HSC'
common boundaries have full penetration welds and notation).
Section 7
Weathertight Integrity and Loadline for craft with LC or HSLC notation
7.1 General Part 3, Chapter 12 : Openings and Closing

Appliances
7.1.1 Where applicable loadline markings for craft Part 3, Chapter 13 : Ventilation, Air Pipes and
with 'LC' or HSLC notation are to be made as per Discharges
the requirements of the International Loadline
Convention 1966 and the Protocol of 1988 thereto. Part 3, Chapter 11, Section 5 : Bulwarks and
Guard Rails.
7.1.2 The requirements given in the following
chapters of Rules and Regulations for the 7.1.3 Where it is not practicable to satisfy the above
Construction and Classification of steel Ships are to requirements due to operational or design
be satisfied, in general. considerations, relaxation on specific requirements
may be considered subject to approval of the
Administration.
End Of Chapter

Page 1 of 23
Chapter 6
Structures : Steel and Aluminium
Contents
Section
1 Principles of Scantlings and Structural Details
2 Hull Girder Strength
3 Plating
4 Secondary Stiffeners
5 Primary Girders and Pillars
6 Welding
Section 1
Principles of Scantlings and Structural Details

1.1 Application
b = mean breadth [m] of the load area supported
1.1.1 Scantlings of various platings, stiffeners and by the girder
girders satisfying the local strength requirements are
to be determined in accordance with the general a = allowable bending stress [N/mm2], as given
principles given in the chapter. in relevant sections
Scantlings of hull members contributing to the y = minimum yield stress of material [N/mm2]
longitudinal strength are also to comply with the may be taken as 235 [N/mm2] for normal
requirements of Section 2. strength steel. For aluminium alloys the
guaranteed minimum 0.2% proof stress
1.1.2 The design values of loads to be considered are [N/mm2] of the alloy in welded condition or
given in Chapter 4 and further detailed reference of 70% of the ultimate strength in the welded
the applicable loads is given in individual sections of condition, whichever is lesser, is to be used.
this chapter.
k = material factor given in Chapter 3, Sections
1.1.3 Scantlings of hull members subjected to 2.2 and 3.2.
compressive stresses are also to comply with the
requirements to resist buckling given in Rules and E = modulus of elasticity:
of Steel Ships Part 3, Chapter 3, Section 6. = 2.06 x 105 [N/mm2] for steel and 0.7 x 105
[N/mm2] for aluminium alloy.
1.2 Symbols
p = design pressure [kN/m2] as per 1.1.2. 1.3 Frame spacing
s = spacing of stiffeners [m], measured along 1.3.1 The standard frame spacing sr may be taken
the plating as 480 + 2L [mm].
l = span of the stiffener [m], in accordance with 1.3.2 Where the actual frame spacing differs from
1.4 the standard frame spacing given in 1.3.1 the
minimum thickness requirement for various
S = span of girder [m] or primary supporting structural members is to be corrected in direct
member, in accordance with 1.4. proportion

Chapter 6
Page 2 of 23 Structures : Steel and Aluminium
a lb
span
span
bc
a
bb hw
span
b
span
a a bc
lb hw
bb
bb
b
bc hw
a
a lb
span
span
bc = bb (1-hw/a)
Fig. 1.4.1 : Stiffener end connections Fig. 1.4.2 : Girder end details

Page 3 of 23
1.4 Stiffeners and girders = 60 per cent of span of the girder, for girders
fixed at both ends [m].
1.4.1 For stiffeners, the span l [m] is to be taken as
the length of the stiffener between the two 1.4.6 In case of girders on corrugated bulkheads
supporting members less the depth of stiffener on which run across the corrugations, the effective
crossing panel if any. Where brackets larger than width of attached plating is to be taken as 10% of
those required in 1.5.1 are fitted, the span may be that obtained from 1.4.5.
determined as shown in Fig.1.4.1.
1.4.7 The effective cross sectional area of the
For curved stiffeners, l may be based on the chord attached plating is not to be less than that of the face
length. plate.
1.4.2 For girders, the span S [m] is to be taken as 1.4.8 The effective cross sectional area of the girder
the length of the girder between the two supporting web is to be taken as:
members, less the web height of in-plane girder if
any and the correction for bracket bc, as shown in Aw = 0.01 hn tw [cm2]
Fig.1.4.2.
where,
1.4.3 The area of the attached plating to be used in
the calculation of sectional properties of the hn = net girder height [mm], after deduction of
stiffeners and girders, is to be taken as the cross cutouts at the section under consideration.
sectional area within the effective width of the
attached plating. Where an opening is located at a distance less than
hw/3 from the cross section under consideration, hn is
1.4.4 The effective width of plating attached to a to be taken as the smaller of the net height and the
stiffener may be taken as the mean of spacings on distance through the opening (hn1 + hn2) (See Fig.
either side of the stiffener. 1.4.8).
1.4.5 The effective width of plating attached to a

girder, be is to be taken as per the following: hn1
a

hn
<hw/3 ls
be = c . b hw
hn
where, hn2
tw tw
c = c1, for girders with uniformly distributed loads or
with six or more evenly spaced point loads
= c2, for girders with three or less evenly spaced

point loads. Fig. 1.4.8 : Effective web area of girders
Table 1.4.5 : Values of c

a/b 0.5 1.0 2.0 3.0 4.0 5.0 6.0 Where the girder flange is at angle to the length of
7.0 the girder, Aw may be taken as:
c1 0.19 0.38 0.67 0.84 0.93 0.97 0.99 1.00
c2 0.11 0.22 0.40 0.52 0.65 0.73 0.78 0.80
Aw = 0.01 hn tw + 1.3 a Sin 2 Sin [cm2]
For intermediate values of a/b and number of point
where,
loads, values of c may be obtained by
interpolation.
a = area of flange [cm2]
a = span of the girder, for simply supported girders
The requirement of effective web area of various
[m]
girders are given in the 5.1.

Chapter 6
1.4.9 The thickness of the girder web tw is not to be 1.5.1 Scantlings of brackets fitted on stiffeners not
less than: participating in the longitudinal strength are not to
be less than the following:
S
t w = w [mm] - The arm lengths, a and b (See Fig.1.4.1) are
65 to be such that:
where, i) a, b 0.8 lb
Sw = web depth or spacing [mm], of the first web and
stiffener parallel to the face plate.
ii) a + b 2.0 lb
The web stiffeners may be flat bars of same
thickness as that of the web and 1/10 of the height of where,
girder, in depth.
lb = 24 Z + 75 [mm]
1.4.10 Where openings are cut in the girder web,
they are to be away from the girder ends and
- Thickness of unflanged bracket is to be not less
scallops for stiffeners; with their centre location as
than:
near to the neutral axis of the girder as practicable.
Openings of depth exceeding 25% of the girder
depth or 300 [mm] and of length exceeding the t = (4.0 + 0.3 Z ) (kb / ks) [mm]
depth of the girder or 60% of the secondary stiffener
- Thickness of flanged bracket is to be not less
spacing, are to be reinforced all around at the edge;
than:
or alternatively by providing horizontal and vertical
stiffeners.
t = (3.0 + 0.25 Z ) (kb / ks) [mm]
1.4.11 Girders are to be provided with adequate
lateral stability by tripping brackets fitted generally but need not be taken greater than 13.5 [mm].
at every alternate stiffener in case of asymmetrical
section or at every fourth stiffener in case of - Width of flange, w 40 + Z/25 [mm], but not to
symmetrical section. Tripping brackets are also to be be less than 50 [mm].
fitted at the toes of end brackets and in way of
concentrated loads such as heels of pillars or cross where,
ties.
Z is the section modulus [cm3], of the smaller
Where the width of face plate on one side of the web stiffener, being connected.
exceeds 15 tf, the tripping brackets are to be
connected to the face plate. kb, ks are the material factors for the bracket and
the stiffener, respectively.
The tripping brackets are to be adequately
dimensioned at base and are to have a smooth b) End attachments of girders
transition to the adjoining stiffeners. The free edge
of the tripping bracket is to be stiffened if its length 1.5.2 The end attachments and supporting structure
exceeds 60 t [mm]. Additional stiffeners are to be of the girders are to provide adequate resistance
fitted parallel to the free edge to ensure that the arm against rotation and displacement of the joint and
length of an unstiffened triangular end panel does effective distribution of the load from the member.
not exceed 100 t [mm]. Supporting members to which the girders are being
connected, may require additional strengthening to
1.5 End attachments provide adequate stiffness to resist rotation of the
joint. Where the end attachment provides only a low
a) End attachments of stiffeners degree of restraint against rotation, the girder is
generally to be extended beyond the point of support
by at least two frame spaces before being gradually
tapered.

Page 5 of 23
the hull, bulkheads and decks by piping and

Connections between girders forming a ring system equipment where dissimilar materials are involved.
are to be such as to minimize stress concentrations at
the junctions. Integral brackets are generally to be The design is to ensure that the location of all
radiused or well rounded at the toes. bimetallic connections allows for regular inspection
and maintenance of the joints and penetrations
Where the face plate of the girder is not continuous during service.
over the bracket, the free edge of the bracket is to be
stiffened and the face plate of the girder is to be 1.6.3 The hull, deck and all surfaces exposed to the
extended well beyond the toe of the bracket. marine environment are to be suitably protected
against corrosion. This may be by coating and/or by
1.5.3 The thickness t of brackets on girder is not to a system of cathodic protection in accordance with
be less than that of the girder web. the requirements detailed below.
The arm length a including the depth of girder is 1.6.4 In case of steel crafts, all internal spaces except
not to be less than: the integral fuel tanks are to be suitably protected
against corrosion. In case of aluminium crafts the
A = 83 (Z/t) [mm]; internal spaces need not in general be coated
provided they are built of suitable grades as per
where, Chapter 3.
Z = the section modulus [cm3], of the girder to 1.6.5 Paints or other coatings are to be suitable for
which the bracket is connected. the intended purpose in the locations where they are
to be used and are generally to be hard coatings.
The cross sectional area Af of the face plate on the Coatings are to be of adequate film thickness,
girder bracket is not to be less than: applied in accordance with the paint manufacturers
specification and are to be compatible with any
Af = 0.001 lf t [cm2] previously applied primer. Primers used are to be of
a type approved in accordance with Part 3, Chapter 2
where, lf is the length [mm], of the free edge of the of the Rules and Regulations for the Construction
bracket. and Classification of Steel Ships.
Additional stiffeners parallel to the bracket face Paints, varnishes and similar preparations having a
plate are to be fitted on webs of large brackets. The nitro-cellulous or other highly flammable base are
arm length of an unstiffened triangular end panel of not to be used in accommodation or machinery
bracket is generally not to exceed 100 t [mm]. spaces.
1.6 Corrosion protection In case of aluminium crafts, paints containing lead,

mercury or copper are not to be used.
1.6.1 The scantlings determined from the formulae
provided in the Rules assume that the materials used 1.6.6 All steel structures are to be suitably cleaned
are selected, manufactured and protected in such a and cleared of millscale before the application of
way that there is negligible loss in strength by any coating. It is recommended that blast cleaning,
corrosion. or other equally effective means, be employed for
this purpose. All aluminium structures are to be
Where the materials are not adequately protected suitably cleaned, cleared of oxide and degreased
against corrosion, by painting or other approved before the application of any coating.
means, the scantlings may require to be further
considered. 1.6.7 Where an impressed current cathodic
protection system is fitted, plans showing the
1.6.2 Where bimetallic connections are made, proposed layout of anodes, reference cells, wiring
involving dissimilar metals, measures are to be diagram and the means of bonding-in of the rudder
incorporated to preclude galvanic corrosion. In order and propeller are to be submitted.
to prevent galvanic corrosion, special attention is to
be given to the penetrations of and connections to

Chapter 6
The arrangements for glands, where cables pass 1.6.9 Where plated decks are sheathed with wood,
through the shell, are to include a small cofferdam. the sheathing is to be efficiently attached to the
Cables to anodes are not to be led through tanks deck, caulked and sealed, to the satisfaction of the
containing low flash point oils. Surveyor in accordance with the approved drawings.
1.6.8 Anodes to be used for protection of ballast Deck coverings in the following positions are to be
spaces are to be of an approved type and fitted in of a type, which will not readily ignite where used
accordance with the requirements of Part 3, Chapter on decks:
2 of the Rules and Regulations for the Construction
and Classification of Steel Ships. In case of a) Forming the crown of machinery or cargo
aluminium crafts, particular attention is to be paid to spaces within accommodation spaces of cargo
the electric potential of aluminium alloys used in the craft.
construction during selection of the anodes, anodes b) Within accommodation spaces, control stations,
containing mercury however, are not to be used. stairways and corridors of passenger craft.
Section 2
Hull Girder Strength
2.1 General
a) Bending Moment due to slamming Msl given in
2.1.1 Scantlings of hull members contributing to Chapter 4, Section 4.1.3 and
longitudinal strength are to comply with the
requirements given in the section. These members b) Total Bending Moment Mt = (Ms + Mw) given
are also to comply with the requirement of buckling in Chapter 4, Section 4.1.2.
strength as mentioned in 1.1.3.
= 175/k {N/mm2].
2.1.2 In general, the longitudinal strength is to be
checked for all crafts where L/D > 12 and/or L > 50 2.3 Openings in longitudinal strength members
m. For other vessels longitudinal strength
calculations may be required based on the form, 2.3.1 The effective sectional area of continuous
construction arrangement and loading. longitudinal members considered in the calculation
of section modulus should be the net area after
2.1.3 For new designs of large and structurally deduction of openings. Shadow areas representing
complicated craft the rule scantling calculations are the imaginary longitudinal extension of an opening
to be complemented by a direct calculation using 3D is to be deducted by drawing two tangent lines with
finite element analysis. The design loads are to be an opening angle of 30o as shown in Fig.2.3.1.
based on model tests or full scale measurements
where available or required. 2.3.2 The keel plate is normally not to have any
openings. In the bilge plate within 0.6L amidships
2.2 Hull section modulus openings are to be avoided as far as practicable.
Openings in strength deck are to be kept well clear
2.2.1 The required section modulus of the hull is of crafts side and hatch corners.
given by:
2.3.3 Circular openings with diameter equal to or
M 3
more than 0.325 m are to have edge reinforcement.
Z= x 1000 [cm ] Elliptical openings are to have their major area in

the fore and aft direction. Where the ratio of the
major axis to the minor axis is less than 2 the
where,
openings are to have edge reinforcement.
M is the longitudinal bending moment, which is
greater of:

Page 7 of 23
2.3.4 Rectangular openings are to have their corners

well rounded. Where corners are of circular shape,
b1
the radius is not to be less than 20 percent of the
breadth of the opening and the edges are to be
reinforced.
2.4 Transverse strength of twin hull craft
b1
2.4.1 The twin hull connecting structure is to have
adequate strength related to the design loads and
moments given in Chapter 4, Section 4.2.
2.4.2 The following stress levels are normally

acceptable:
b1
30o
Bending = 175/k [N/mm2]
Shear = 90/k [N/mm2]
Equivalent stress c = 190/k [N/mm2]
Fig. 2.3.1 : Shadow areas
Section 3
Plating
3.1 General
= (1 0.5 s/r)
3.1.1 The thickness t of plating subjected to lateral
pressure given by: r = radius of curvature of plating [mm]
0.0158 f a . f r s p k = material factor given in Chapter 3, Section 2.2

t= [mm] and 3.2 for steel and aluminium respectively.
a
3.2 Bottom and bilge plating
where,
3.2.1 The thickness of bottom plating corresponding
s is the frame spacing [mm] to lateral pressure or impact loads is given by 3.1.1.
p = lateral pressure [kN/m2] where,
a = permissible stress [N/mm2] given in Table 3.1.1 p = lateral pressure in Chapter 4, Section 3.5 or
impact pressure due to slamming given in Chapter 4,
fa = correction factor for aspect ratio of plate field Section 3.2
= ( 1.10 0.5 (s/1000 l)2 )1/2; not to be taken more

than 1.0. 3.2.2 The thickness is also be not less than:
fr = correction factor for curvature perpendicular to t = (5 + 0.04L) s/sr [mm] for steel, and
the stiffeners

Chapter 6
t = (6.5 + 0.05L) s/sr [mm] for aluminium

3.3 Side plating
3.2.3 The thickness of bilge plating is not to be less
than the adjacent bottom or side plates whichever is 3.3.1 The thickness of side plating corresponding to
greater. lateral pressures or impact is given by 3.1.1.
3.2.4 The thickness of plates in way of shaft where,

brackets is to be increased by 50%.
p = sea pressure as in Chapter 4, Section 3.5 or
3.2.5 Sea chests are to have scantlings as required forebody side and bow impact pressure as per
for watertight tank bulkheads with design pressure Chapter 4, Section 3.3.
equal to sea pressure in Chapter 4, Section 3.5 plus
half the slam impact pressure given in Chapter 4,
Section 3.2.
Table 3.1.1 : Allowable local bending stress a [N/mm2]
Item Framing For plating For secondary For primary

system stiffeners girders and
Trans.:T web frames
Long.:L
Slamming/ Both 235/k 235/k 215/k
Impact
Bottom T 100/k* 160/k 160/k Trans.
shell girder
Sea load
L 120/k * 140/k* 120/k* Longl.
girder
Bow impact load Both 235/k 235/k 215/k
T 55/k* at deck 160/k 160/k Trans.
Side shell 120/k* below D/3 Girder
& longl. from deck
Sea load
Bhds. L 85/k* at deck 80/k* at deck 120/k* Long.
120/k* below D/3 150/k* below Girder
from deck D/3 from deck
T 55/k* 160/k 160/k Trans.
Girder
Main/strength deck
L 85/k* 80/k* 65/k* Long.
Girder
Superstructure / deck houses : - 160/k 160/k 160/k
decks/house tops. Short decks
Transverse tank bulkheads and - 160/k 160/k 160/k
collision bulkhead
Transverse watertight / - 220/k 220/k 220/k
bulkheads
Superstructure and bulkheads - 235/k 220/k 220/k
Deckhouse side / end bulkheads
* Stress values, at 0.4L amidships. To be increased to 160/k at ends and at intermediate locations values to be
linearly interpolated
3.3.2 The thickness should also be not less than:

3.3.3 The thickness of sheer strake should be not
t = (5 + 0.025L) s/sr for steel less than the adjacent side or stringer plate.
t = (6.0 + 0.03L) s/sr for aluminium

Page 9 of 23
3.3.4 The thickness of sheer strake is to be increased where,

by 30% on each side of a superstructure end
bulkhead located within 0.5L amidships if the p = pressure as per Chapter 4, Section 3.6
superstructure deck is a partial strength deck. The
side plating of the superstructure should be given a
smooth transition to the sheer strake below and its
thickness is to be increased by 25% at the transition.
3.3.5 For vessels with L > 50 m where the sheer x1 x2

strake extends above the deck stringer plate, the top
edge of the sheer strake is to be kept free from
notches and isolated weld fittings and is to be x1,x2 > 1.5r
ground smooth with round edges. Drainage openings y1 > 2r
with smooth transition in the longitudinal direction
y1
may be allowed. y2 > r
'r' as per
3.4 Deck plating
2.3.4
3.4.1 The thickness of deck plating to be designed to
withstand lateral pressure as given by 3.1.1. r
y2
where,
p = weather load given in Chapter 4, Section 3.5.1 or

other loads as applicable
3.4.2 The thickness of deck plating is also be not Fig.3.4.4 : Extent of insert plate
less than the following:
3.5.2 The plate thickness is also not be less than the
a) For strength deck following:
t = (5 + 0.02L) s/sr [mm] for steel, and a) Tank bulkheads

t = (6 + 0.03L) s/sr [mm] for aluminium.
t = (5 + 0.02L) s/sr for steel
b) For other decks t = (6 + 0.03L) s/sr for aluminium.
t = (4.5 + 0.01L) s/sr [mm] for steel b) Ordinary watertight bulkheads

t = (6 + 0.01L) s/sr for aluminium.
t = (4 + 0.02L) s/sr for steel
3.4.3 Adequate transverse buckling strength is to be t = (5 + 0.025L) s/sr for aluminium.
provided for deck plating by increased thickness or
by providing intercoastal transverse stiffeners. 3.5.3 The thickness of upper and lower strakes of
longitudinal bulkheads are also to satisfy the
3.4.4 Where corners of openings in the strength deck buckling strength requirements given in 1.1.3.
are not of streamlined shape, inserts plates are to be
fitted at the corners. The insert plates are to be 25 3.6 Superstructure and deckhouse bulkheads,
percent thicker than the deck plating outside the line bulwarks
of openings and are to extend as shown in Fig.3.4.4.
3.6.1 The thickness requirement for plating of
3.5 Bulkhead plating superstructure end bulkheads, deckhouse sides and
ends corresponding to lateral pressure is given in
3.5.1 The thickness requirement corresponding to 3.1.1.
lateral pressure is given by 3.1.1.

Chapter 6
where, t = (5.5 + 0.01L) s/sr [mm] for Aluminium
p is the lateral pressure given in Chapter 4, Section 3.6.3 The thickness of the bulwark plating is not to
3.5. be less than that required for the superstructure side
plating in the same location if the height of the
3.6.2 The thickness is also be not less than the bulwark is equal to or greater than 1.8 [m]. Where
following: the height of the bulwark is 1.0 [m], the thickness is
a) For lowest tiers not to be less than 6.0 s/sr [mm] with a minimum of
3.0 [mm].
t = (5 + 0.01L) s/sr [mm] for Steel
t = (6.5 + 0.01L) s/sr [mm] for Aluminium 3.7 Hatch covers
b) For other tiers 3.7.1 Hatch cover plating should have same strength
as the adjacent deck plating.
t = (4 + 0.01L) s/sr [mm] for Steel
Section 4
Secondary Stiffeners
4.1 General 4.2.2 The bottom longitudinals are to be preferably

continuous through the transverse members. Where
4.1.1 This section gives the requirements for they are interrupted at a transverse watertight
secondary stiffeners of the bottom, sides and decks. bulkhead continuous brackets are to be fitted
through the bulkhead connecting the ends of
4.1.2 The section modulus of stiffeners subject to longitudinals, in general.
lateral loading is given by:
4.3 Frames
2
l sp
Z= [cm 3 ] 4.3.1 In general the section modulus of transverse
m a frames and deck beams are to be not less than given
in 4.1.2.
l = span of stiffener [m]
4.3.2 The section modulus of side shell frames
s = spacing of stiffener [mm] below freeboard deck is also not be less than:
p = lateral pressure [kN/m2] as given in Chapter 4, Z = 6.5 (Lk) . s/sr [cm3].

Section 3.
4.3.3 The side frame brackets are to be as follows:
m = bending moment factor given for each item in
Table 4.1.1. Length of bracket:
a = allowable stress [N/mm2] given for each item, - upper 70 l [mm]

in Table 3.1.1 - lower 120 l [mm]
k = material factor as given in Chapter 3, Section 2.2 Section modulus at end including bracket :
and 3.2 for steel and aluminium respectively.
- upper 1.7 Z [cm3]
4.2 Longitudinals - lower 2.0 Z [cm3]
4.2.1 The section modulus of longitudinal stiffeners where,

are to be as given in 4.1.2.
Z = section modulus of side frame.

Page 11 of 23
Where the free edge of the bracket exceeds 40 times The flange is to be at least 1/15 of the length of the
the bracket thickness, the brackets are to be flanged. free edge.
Table 4.1.1 : Bending moment factor m
Item Framing: For secondary For primary

Trans:T stiffeners girders and
Longitudinal:L transverses
Bottom shell Slamming/impact Both 16 16
T 10 10
Sea load
L 12 12
Side shell & longl. Bow impact Both 16 16
bulkheads T 15 1) 15 1)
Sea load
L 12 12
Main/strength deck T 10 10
L 12 12
Short decks, T 10 10
ss/deckhouse tops L 12 12
Transverse tank 10 10
bulkheads &
collision bulkhead
Trans. Watertight Fixed ends 16
bulkhead
Simply supported 8 10
ends
One end fixed 12
Superstructure / 12 10
deckhouse end
bulkheads
1)
with rule brackets at end of span as given in 4.3.2
4.3.4 Brackets at the ends of the side frame may be where l, s and p are as defined in 5.1.2.
omitted provided the frame is carried through the
supporting members and the section modulus of the 4.5 Superstructure and deckhouse bulkhead
frame increased by 75 percent. frames
4.4 Bulkhead stiffeners 4.5.1 The section modulus of frames of

superstructure and deckhouse end bulkheads and
4.4.1 The section modulus of vertical and horizontal exposed side bulkheads of deckhouses is given by
stiffeners on bulkheads is given by 5.1.2. 4.1.2.
where, where,
p is lateral pressure from Chapter 4, Section 3.6 p is the lateral pressure as per Chapter 4, Section
3.5.3.
4.4.2 Brackets are to be fitted at the ends of
stiffeners for tank bulkheads and collision bulkhead. 4.5.2 Stiffeners on fronts are to be connected to deck
For other bulkheads where stiffeners are sniped at at both ends with a connection area a not less than:
ends, the thickness of the plating supported by the
stiffeners is not to be less than: a = 0.07 s p l k [cm2]
t = 0.04 . [( l 0.0005s)s.p.k.] [mm]

Chapter 6
Webs of stiffeners on sides and after ends of the where,

lowest tiers of all erections are to be welded to the
deck at both ends. p = lateral pressure based on deck load given in
Chapter 4
4.5.3 The section modulus Z at the bottom of the
bulwark stay is not to be less than: a = 135 [N/mm2]
Z = (33 + 0.44 L) h2 s [cm3] m = 8.
where, 4.6.2 The moment of inertia of stiffeners and girders

of weather deck, hatch covers supported at side or
h = height of the bulwark [m] end coamings only, is not to be less than:
s = spacing of bulwark stays [m] I = 1.7 Z l [cm4]
In the calculation of section modulus Z only the where,

material connected to the deck is to be included.
Z is the rule section modulus of the stiffener or
4.6 Weather deck hatch cover stiffeners girder [cm3], and
4.6.1 The section modulus of weather deck hatch l is the span [m].
cover stiffeners and girders is not to be less than that
given by 4.1.2.
Section 5
Primary Girders and Pillars
5.1 General 5.1.2 The effective web area of girders and web
frames is not to be less than:
5.1.1 In general the section modulus of girders and
web frames supporting transverse beams, Aw = 0.07 S b p k [cm2]
longitudinals, vertical frames or bulkhead stiffeners
is not to be less than: 5.2 Bottom transverses and girders
where, 5.2.1 A single bottom construction is assumed, in

these Rules in general. Double bottom construction
1000 b p S2 would be specially considered, if provided. In
Z= [cm3 ] general, the scantlings of double bottom structure is
m a
not to be less than that for tank boundaries.
b = breadth of area supported by the girder [m]
5.2.2 A centreline girder is to be fitted normally on
p = lateral pressure [kN/m2] as given in Chapter 4, all ships for docking purposes. This girder should
Section 3 have web thickness, depth and flange area suitable
for the load from the docking block. In addition, side
S = span of girder [m] girders are to be fitted with their spacing not
exceeding 2.5 m, in general.
a = allowable stress from Table 3.1.1.
5.2.3 In machinery spaces, floors are to be fitted at
m = bending moment factor from Table 4.1.1. every frame, in general. Under the main engine,
girders extending from the bottom to the top plate of
k = material factor as given in Chapter 3, Section 2.2 the engine seating are to be fitted.
and 3.2 for steel and aluminium respectively.

Page 13 of 23
5.2.4 Floors are to be positioned in way of side and 5.5 Pillars

deck transverses.
5.5.1 Scantlings of pillars are to be in accordance
5.2.5 The scantlings of bottom girders are to be with the requirements to prevent buckling given in
based on section modulus given in 5.1.1 where the Rules and Regulations for the Construction and
allowable stress a and bending moment factor m Classification of Steel Ships Part 3, Chapter 3,
are given in Tables 3.1.1 and 4.1.1 respectively. Section 6 with appropriate material properties for
steel or aluminium as applicable. Axial loads, if any
5.3 Side webframes and stringers from pillars above is to be added to the load from
deck girders.
5.3.1 Web frames are to be fitted in way of hatch
end beams and deck transverses. In the engine room, 5.5.2 Pillars are to be fitted in the same vertical line
web frames are to be fitted at the forward and aft wherever possible and arrangements are to be made
end of the engine and every 5th frame, in general. to effectively distribute the load at the heads and
heels. Where pillars support eccentric loads, they are
5.3.2 In peak spaces, side stringers supporting to be strengthened for the additional bending
vertical peak frames are normally to be fitted at moments imposed on them. Doubling or insert plates
every 2.6 [m]. are generally to be fitted at the head and heel of
pillars.
5.3.3 The scantlings of simple stringers and web
frames supporting frames and longitudinals are to be 5.5.3 The pillars are to have a bearing fit and are to
in accordance with 5.1.1 and 5.1.2 where a and be attached to the head and heel plates by
m are to be obtained from Table 3.1.1 and Table continuous welding.
4.1.1 respectively.
5.5.4 Structural reinforcement below pillars will be
5.3.4 The scantlings of webs supporting fully considered in individual cases.
effective side stringers are to be based on point
loadings and a values in Table 3.1.1. The scantlings 5.5.5 Inside tanks, hollow pillars are not to be used
of complex girder systems are to be based on direct and strengthening at the heads and heels of pillars is
stress analysis. not to be obtained by means of doublers. Where
hydrostatic pressure may give rise to tensile stresses
5.4 Deck transverses and girders in the pillars, the sectional area A is not to be less
than:
5.4.1 Deck girders and transverses are to be arranged
in line with vertical members of scantlings sufficient A = .07 AL . p [cm2]
to provide adequate support.
where,
5.4.2 The scantlings of simple girders and
transverses are to be in accordance with 5.1.1 and AL = load area of deck [m2] supported by pillar
5.1.2 where a and m are to be obtained from
Table 3.1.1 and Table 4.1.1 respectively. p = design pressure causing tensile stress pillar
[kN/m2].
5.4.3 The scantlings of a complex girder system are
to be based on a direct stress analysis. The girders
are to be satisfactorily stiffened against buckling.

Chapter 6
Section 6
Welding
6.1 General 6.2 Preparation for welding
6.1.1 Welding in steel and aluminium hull 6.2.1 The parts to be welded are to be fitted in
construction of all types of craft is to comply with accordance with the approved joint detail. The edge
the requirements of this section. preparation is to be accurate and uniform. Means are
to be provided for maintaining the parts to be
6.1.2 Connection details of the welded structural welded, in correct position during the welding
members including type and size of welds are to be operations. Excessive force is not to be employed in
clearly indicated on the plans submitted for aligning the parts before welding and the means
approval. An explanation of all symbols or employed in maintaining the alignment are to be so
abbreviations used in detailing the weld connections arranged as to allow for expansion and contraction
should be included on the plans. during the welding operation. All methods employed
in correcting improper alignment are to be to the
Details of proposed welding procedures is to be satisfaction of the Surveyor.
submitted indicating preheating temperature and any
post-welding heat treatment, if employed. Extent to 6.2.2 All surfaces to be welded are to be clean, dry
which automatic welding, including deep and free from rust, scale and grease. The surface and
penetration welding, is to be employed should also boundaries of each run of deposit are to be
be indicated. thoroughly cleaned and freed from slag before the
next run is applied. Before a manual sealing run is
6.1.3 Welders are to be proficient in the type of applied to the back of a weld, the original root
work on which they are to be engaged. The records material is to be gouged out to sound metal.
of their tests and qualifications are to be kept by the
builders and made available to the Surveyors. A 6.2.3 Tack welding is to be kept to a minimum, and
sufficient number of skilled supervisors are to be where used, should be equal in quality to that of the
employed to ensure effective control at all stags of finished welds. Any defective tack weld is to be cut
assembly and welding operations. out before completing the finished welds. Care is to
be taken in removing the tack welds to ensure that
6.1.4 Electrodes and welding consumables approved the structure is not damaged in doing so.
by IRS in accordance with the requirements of
Rules and Regulations for the Construction and 6.3 Weld procedures and their approval
Classification of Steel Ships, Part 2, Chapter 11 and
suitable for the type of joint and grade of steel or 6.3.1 Only approved welding procedures are to be
aluminium, are to be used. used, as described in 6.3.5.
6.1.5 For the connection of two different grades of 6.3.2 Structural arrangements are to be such as to
the same tensile strength properties, electrodes allow adequate access for satisfactory completion of
suitable for the lower grade will be generally all welding operations. Welded joints are to be so
acceptable except at structural discontinuities or arranged so as to facilitate downhand welding
other points of stress concentration. wherever possible.
6.1.6 For the connection of steel or aluminium of 6.3.3 The sequence of welding is to be so planned
different tensile strengths, the electrodes are to be that any restraint during welding operations is
suitable for the tensile strength of the component, on reduced to a minimum. The ends of the frames and
the basis of which the weld fillet size has been stiffeners should be left unattached to the plating at
determined. the subassembly stage until connecting welds are
made, in the intersecting systems of plating, framing
and stiffeners, at the erection stage.

Page 15 of 23
Where a butt meets a seam, the welding of the seam b) Butts of keel plating and rounded sheerstrake
should be interrupted well clear of the junction and within 0.4L amidships.
not be continued until the butt is completed.
Welding of the butt should continue past the open c) Insert plates in way of hatch openings on the
seam and the weld be chipped out for the seam to be strength deck.
welded straight through.
d) Butts of longitudinal framing and longitudinal
6.3.4 Adequate precautions are to be taken to ensure bulkhead stiffeners within 0.4L amidships.
that the welding site is protected from the
deleterious effects of high moisture, severe wind and 6.4.4 Defective sections of welds as found by visual
extreme cold. or non- destructive examination or leakages under
hydrostatic tests, are to be gouged out as necessary
6.3.5 Unless previously approved, welding and carefully rewelded.
procedures are to be established by the yard and
forwarded to IRS for approval. The welding 6.5 Butt welds
procedure specifications are to include detailed
description of the base material, primer, plate 6.5.1 Plates of equal thickness may be manually butt
thickness range, joint/groove design, welding welded as per Fig. 6.5.1. For automatic welding
consumable, welding position, welding techniques, procedures and special welding techniques, the
welding parameters, preheating / interpass welding procedure will be specially considered.
temperature and post heat treatment if any.
6.5.2 For joints of plates with difference in thickness
The welding for procedure qualification and of more than 4 [mm], the thicker plate is to be
subsequent testing, are to be witnessed by the IRS tapered. The taper is not to exceed 1:3. Edge
Surveyor. preparation after the tapering is to be as indicated in
6.5.1 above.
6.4 Inspection of welds
6.5.3 All manual butt welds are normally to be
6.4.1 Effective arrangements are to be provided for welded from both sides. Where a back ceiling run is
the inspection of finished welds to ensure that all not practicable or in certain cases when the stress
welding has been satisfactorily completed. level in the members is very low, welding on one
side may be permitted provided the welding process
6.4.2 All finished welds are to be visually inspected is found satisfactory.
and are to be sound, uniform and substantially free
from slag inclusions, porosity, undercutting or other 6.5.4 Where stiffening members, attached by
defects. Welds and adjacent base metal are to be free continuous fillet welds, cross the finished butt or
from injurious arc strikes. seam welds, these welds are to be made flush in way
of the faying surface. Similarly for butt welds in
6.4.3 For the examination of important structural webs of stiffening members, the butt weld is to be
welds, visual inspection is to be supplemented by first completed and made flush with the stiffening
radiography or other acceptable non- destructive member before the stiffener is connected to the
crack or flaw detection methods. The extent of such plating by fillet weld. The ends of the flush portion
examination is to be to the Surveyors' satisfaction, are to run out smoothly without notches or any
but particular attention is to be given to the sudden change of section. Where such conditions
following locations: can not be complied with, a scallop is to be arranged
in the web of the stiffening member. Scallops are to
a) Junction and crossings of seams and butts in be of such size and in such a position, that a
strength deck, sheer strake, side and bottom satisfactory weld can be made.
shell within 0.4L amidships.

Chapter 6
Square butt Single vee butt
= 50o 70o
t
t 5mm
R3 mm
G = 1.5 - 3.0 mm
G = 1.5 - 3.0 mm
Single bevel butt Double bevel butt
= 50o 70o = 50o 70o
t >5 mm
t >19 mm
R 3 mm
R3 mm
G = 1.5 - 3.0 mm G = 1.5 - 3.0 mm

Double vee butt, uniform bevels Double vee butt, non-uniform bevel
= 50o 70o o = 50o

t 6 h t/3 mm
t
R 3 mm R3 mm
h
G = 1.5 - 3.0 mm G G = 1.5 - 3.0 mm
o = 90 o
Single vee butt, one side welding with backing strip
(temporary or permanent)
o = 30 o - 45 o
t
G = 3 - 9 mm
Fig.6.5.1 : Typical manually welded butt joints

Page 17 of 23
Fig.6.6.1 : Intermittent fillet welds
6.6 'T' connections

s = length [mm], of the correctly proportioned weld
6.6.1 The throat thickness (See Fig.6.6.1) of the fillets, clear of end craters
fillet welds is given by: s is not to be less than 75 [mm].
throat thickness = tp . weld factor. d/s The weld factors for various connections are
generally to be as given in Table 6.6.1.
where,
Where an approved automatic deep penetration
tp = thickness [mm], of the thinner of the two parts procedure is used, the weld factors may be reduced
being connected. by 15 per cent.
d = distance [mm], between the successive weld 6.6.2 The throat thickness is not to be less than 3.0
fillets. [mm] for tp upto 8.0 [mm] and 0.21 tp or 3.25 [mm],

Chapter 6
whichever is greater, for tp over 8 [mm]. The throat also exceeds the thickness of the table member
thickness is also generally not to be greater than 0.44 (e.g. plating).
tp for double continuous welds and the greater of
0.44 tp or 4.5 [mm] for intermittent welds. k) Other connections as given in Table 6.6.1.
6.6.3 The leg length is not to be less than 2 times 6.6.6 Where intermittent welding is used, the
the specified throat thickness welding is to be made continuous around the ends of
brackets, lugs, scallops and at other orthogonal
6.6.4 Where the connection is highly stressed, deep connections with other members. Where intermittent
penetration or full penetration welding may be welding is permitted as per Table 6.6.1, only
required. Where full penetration welding is required, scalloped welding is to be used in tanks for water
the abutting plate may require to be beveled. (See ballast, cargo oil or freshwater.
Fig. 6.6.4).
Chain or staggered intermittent welding may be used
6.6.5 Continuous welding is to be adopted in the in dry spaces or tanks arranged for fuel oil only.
following locations and may be used elsewhere if
desired. 6.6.7 Where structural members pass through the
boundary of a tank, and leakage into the adjacent
a) Boundaries of weathertight decks and erections, space could be hazardous or undesirable, full
including hatch coamings, companionways and penetration welding is to be adopted for the
other openings. members for at least 150 [mm] on each side of the
boundary. Alternatively, a small scallop of suitable
b) Boundaries of tanks and watertight shape may be cut in the member close to the
compartments. boundary outside the compartment, and carefully
c) All structures in the afterpeak and the afterpeak welded all round.
bulkhead stiffeners.
6.7 Lap connections
d) All welding inside tanks intended for chemicals
or edible liquids if any. 6.7.1 Overlaps are not to be used to connect plates
which may be subjected to high tensile or
e) All lap welds in tanks. compressive loading. However, where they are
adopted, the width of overlap is to be adequate to
f) Bottom framing structure in machinery spaces. ensure a good weld, the surfaces are to be in close
contact and the joints should be closed all round by
g) Where loading is mainly of dynamic nature e.g. continuous fillet weld.
bottom plating subjected to slamming and
forebody side or bow impact area. 6.8 Slot weld
h) Under side of cross deck structure in case of 6.8.1 For the connection of plating to internal webs,
multi-hull craft. where access for welding is not practicable, the
closing plating is to be attached by continuous full
i) Primary and secondary members to plating in penetration or slot welds to flat bars fitted to the
way of end connection and end brackets to webs. Slots are to be well rounded at ends, to have a
plating in the case of lap connection. minimum length of 75 [mm] and in general, a
minimum width of twice the plating thickness. The
j) Where the thickness of the abutting member distance between the slots is not to exceed 150
(i.e. stiffener web) is greater than 15 [mm] and [mm]. Complete filling of the slots is normally not
permitted.

Page 19 of 23
Fig. 6.6.4 : Typical edge preparations for manually welded T or cross joints

Chapter 6
6.9 End connection

6.10 Butt straps for aluminium alloy
6.9.1 In way of the end connections of girders
double continuous welding is to be used all around. 6.10.1 In general the scantlings of welded structures
The weld area is not to be less than the cross- are to be determined using the mechanical properties
sectional area of the member, and the throat of aluminium alloy in the welded condition.
thickness not less than that given by Table 6.6.1 for However, where stiffeners are butt welded,
girder ends. consideration would be given to the use of suitable
butt straps on the flanges which sufficiently
6.9.2 Where stiffeners have bracketed end reinforce the area of the weld to allow the scantlings
connections, bracket arms are to be welded all to be determined using unwelded mechanical
around and the throat thickness is not to be less than properties. The butt weld is to be completed and
0.35 times the thickness of bracket. made flush with the flange of the stiffening member
before the butt strap is fitted and the butt strap weld
6.9.3 Where stiffeners are continuous at girder, they is to be continuous. The scantlings, arrangements
are to be connected to the webs, either directly and locations of all joints and butt straps are to be
and/or by means of lugs. The weld area is to be such submitted for approval in such cases. Mechanical
that the shear stress does not exceed 80/k [N/mm2]. tests may also be required to be carried out to
Where the shear forces are high, a double sided demonstrate the effectiveness of such arrangements.
connection to the web and/or a web stiffener welded
on top of the continuous stiffener may be required.

Page 21 of 23
Table 6.6.1 : Weld factors for fillet welds
Permitted type of
Weld weld
Structural items Remarks
factors Double Intermi-
Cont. ttent
Bottom Structure
Center girder To keel plate or bar keel 0.3 *
To face plate 0.15 *
To inner bottom 0.25 *
Side girder To bottom shell 0.15 *
To floors 0.20 *
Floors To keel plate 0.15 *
To shell plating 0.15 * Double continuous welding
To centre girder 0.35 * is required in bottom
To longitudinal 0.35 * impact area. See 6.6.5(g)
bulkheads
Stern-tube covering 0.15 *
Bottom and inner bottom To shell plating 0.13 *
longitudinals, frames
Inner bottom To side shell 0.4 *
Stiffeners To floors and girders 0.13 *
Structure in Machinery Space
Floors and girders To shell and inner 0.3 *
bottom
To face plate 0.2 *
Transverse and To shell plating 0.15 *
longitudinal frames
Floors To centre girder in way
of engine, thrust blocks
and boiler seatings See Note 1
- In single bottom 0.50 *
- In double bottom 0.30 *
Main engine foundation To top plate 0.5 *
Girders To hull structure 0.4 *
Floors To engine girder 0.4 *
Brackets etc. To engine girders 0.3 *
Side Structure
Transverse frames To side shell
- In tanks 0.13 *
- Elsewhere 0.11 *
Side longitudinals To shell plating 0.13 *
Web frames and side To shell plating
stringers - Within 0.2 x span 0.35 *
from ends
- Elsewhere 0.20 *
To face plate and 0.15 *
tripping bracket
Web frames To side stringers 0.3 *

Chapter 6
Table 6.6.1 : Weld factors for fillet welds (Continued.)
Permitted type of
Weld weld
Structural items Remarks
factors Double Intermi-
Cont. ttent
Deck Structure
Strength deck To shell F.P.
Other decks To shell and bulkheads 0.3 *
Deck beams To deck plating
- In tanks 0.13 *
- elsewhere 0.11 *
Deck longitudinals To decks 0.13 *
Deck girders To deck plating
- Within 0.2 x span 0.35 * See Note 2
from ends Generally
- Elsewhere 0.20 *
- To face plating and 0.15 *
tripping brackets
Cantilever webs To shell, decks, face 0.35 *
plates and longitudinal
girders at ends
Pillars To deck, inner bottom 0.40 *
and pillar brackets
Bulkheads and Partitions
Boundaries of Watertight, oiltight and 0.4 *
wash bulkheads and shaft
tunnels
Stiffeners On tank and wash 0.13 *
bulkheads
On pillar bulkheads 0.13 *
On ordinary bulkheads 0.11 *
Vertical and horizontal To bulkhead plating
girders in tanks and wash - Within 0.2 x span 0.40 *
bulkheads from ends
- Elsewhere 0.30 *
- To faceplate 0.30 *
- To tripping brackets 0.15 *
Vertical and horizontal To bulkhead plating
girders elsewhere - Within 0.2 x span 0.35 *
from ends
- Elsewhere 0.20 *
To faceplate and tripping 0.15 *
brackets
Superstructures and Deckhouses
External bulkheads To deck
- On 1st and 2nd tiers 0.40 *
- Elsewhere 0.25 * See Note 3
Internal bulkheads Boundaries 0.13 *
stiffeners To external bulkheads 0.10 *
Rudders and Nozzles
Rudders
Main piece members To coupling flange F.P. *
To each other 0.44 *
See Note 4
Rudder plating To rudder webs, 0.20 *
elsewhere
Nozzles Generally as for rudders

Page 23 of 23
Table 6.6.1 : Weld factors for fillet welds (Continued.)
Miscellaneous Fittings and Equipment

Framing ring for manhole To deck and bulkhead 0.4 *
type covers
Framing around ports and To plating 0.4 *
W.T./oiltight doors
Sea-chest boundary welds Exposed to sea 0.5 *
- Elsewhere 0.4 * Continuous fillet weld of
Ventilators air pipes etc. To deck 0.4 * minimum 4 [mm] throat
Bulwark stays To deck 0.4 * thickness
To bulwark plating 0.2 *
Bilge keel To ground bars 0.2 * *
Bilge keel ground bar To side shell
0.35 *
Fabricated anchors F.P.
Masts derrick posts, crane pedestals, deck machinery To be considered in each individual case
and mooring equipment seating to deck etc.
Intermittent welding means chain intermittent, staggered intermittent or scalloped welding with rounded ends.
For permitted use see 6.6.6.
F.P. means full penetration weld
Note 1 : Preferably to be deep penetration or full penetration weld depending on the thickness of the engine girders.
Note 2 : Generally full penetration, but alternative proposals may be considered depending on tp.
Note 3 : For end connections see 4.5.
Note 4 : See Chapter 8.
End Of Chapter

Page 1 of 20
Chapter 7
General Hull Requirements for Fibre Composite and

Sandwich Constructions
Contents
Section
1 Principles of Scantlings and Structural Details
2 Requirements for Manufacturing Facilities
3 Production Procedures, Workmanship and Manufacturing Control
4 Details and Fastenings
5 Material Properties and Testing
6 Hull Girder Strength
7 Sandwich Plate Panels
8 Single Skin Plate Panels
9 Stiffeners, Primary Girders and Pillars
Section 1
Principles of Scantlings and Structural Details

1.1 Application l = span of stiffener or girder [m]
1.1.1 The Rules in this chapter apply to glass p = design pressure [kN/m2] as per 1.1.3
reinforced unsaturated polyester (GRP) structures of
single skin construction and sandwich construction. Gc = the glass content by weight of the
Structures using fibre-reinforced plastics other than reinforcement within the laminate
GRP may be accepted upon special consideration.
G = shear modulus of sandwich core material
1.12 Scantlings of various laminates, stiffeners and [N/mm2]
girders satisfying the local strength requirements are
to be determined in accordance with the general u = ultimate tensile or compressive stress, as
principles given in this chapter. applicable, for the laminate under consideration
[N/mm2]
Scantlings of hull members contributing to the
longitudinal strength are also to comply with the Ei = tensile modulus of individual laminate,
requirements of Section 6. [N/mm2]
1.1.3 The design values of loads to be considered are tc = core thickness [mm]
given in Chapter 4.
u = ultimate shear stress of the laminate under
1.1.4 In certain cases additional check to investigate consideration [N/mm2].
the buckling strength of hull members subjected to
compressive stresses may be required. 1.3 Frame spacing
1.2 Symbols 1.3.1 The normal frame spacing sr may be taken as

350 + 5L [mm].
s = spacing of stiffener [mm]
1.3.2 Where the actual spacing of stiffeners differs
b = unsupported panel breadth [mm], See Fig. 7.3.2. from the normal frame spacing sr, the minimum

Chapter 7
Page 2 of 20 General Hull Requirements for Fibre Composite and Sandwich Constructions
1.5dw
thickness requirements specified in this Chapter for dw
various structural members is to be corrected in
direct proportion to the frame spacing, however, any
reduction in thickness is not to be more than 30%.
1.4.1 For girders and stiffeners, the span l [m] is to

be taken as the length of the girder or stiffener
between the two supporting members less the depth
of girder or stiffener on crossing panel if any, with l
correction for end brackets as shown in Fig. 1.4.1(a)
and 1.4.1(b). le
For curved or knuckled stiffeners, l may be based

on the chord length.
1.4.2 The area of the attached plating to be used in

the calculation of sectional properties of the
stiffeners and girders, is to be taken as the cross
sectional area within the effective width of the
attached plating as given in 1.4.3
1.4.3 In case of single-skin laminates, the effective

width w of plating attached to a stiffener or girder
is to be taken as the mean stiffener or girder spacing
in [mm] or ( 18 t + bw) [mm ], whichever is less
where, t = thickness of plating [mm] and bw = net
width of stiffener [mm]. See Fig. 1.4.3. >150o
Where FRP sandwich laminate plating with an

effective (balsa or marine plywood or plastic) core is le
used, t in the above equation is to be taken as the
thickness of a single-skin laminate having the same le/2
moment of inertia per unit width as the two skins of
the sandwich.
For a stiffener along an opening, the effective Fig. 1.4.1 (a) and (b)
plating width is to be taken as either half the
stiffener spacing in [mm] or ( 9t + b ) [mm],
whichever is less.
1.4.4 The effective cross sectional area of the

attached plating is not to be less than that of the
faceplate.
t
1.4.5 The effective cross sectional area of the girder
web Aw is to be taken as per Chapter 6, Section 9t bw 9t
1.4.8.
w=18t+bw
Fig. 1.4.3

Page 3 of 20
1.4.6 The proportions of stiffeners and girders with Alternative arrangements will be subject to
hollow form or nonstructural cores or forms, individual consideration in conjunction with
including ineffective wood cores (softwoods used submitted direct calculations.
below the waterline are considered to be
ineffective), are to conform with Fig.1.4.6. The
widths and heights of the stiffeners are to be not
greater than:
2nd tie
w = 20 t1 [mm] h = 30 tw [mm]
Unsupported
Where, Web depth
1st tie
w = width of stiffener face [mm]
h = height of stiffener webs [mm]
t1 = thickness of stiffeners face [mm]
tw = thickness of stiffener webs and flanges [mm].
The thickness of the web of an inverted angle or T

bar stiffener or girder is not to be less than twice the
web thickness specified for hollow forms. Fig. 1.4.7 : Arrangement of shear ties (stiffeners)
For encapsulated effective wood or plywood core, 1.4.8 Where openings are cut in the girder web, they
webs and faces are not subjected to the above are to be away from the girder ends and scallops for
mentioned thickness limitations, however, minimum stiffeners, with their centre location as near to the
thickness of the web and face is to be 3 [mm]. neutral axis of the girder as practicable. Openings of
depth exceeding 25% of the girder depth or 300
[mm] and of length exceeding the depth of the girder
or 60% of the secondary stiffener spacing, are to be
t1 suitably reinforced all around at the edge
Hat
section
1.4.9 Girders are to be provided with adequate
lateral stability by tripping brackets fitted generally
t at every alternate stiffener in case of asymmetrical
h section or at every fourth stiffener in case of
symmetrical section. Tripping brackets are also to be
3t t fitted at the toes of end brackets and in way of
concentrated loads such as heels of pillars or cross
ties.
Minimum lap greater of 0.2h or
50 [mm]; may not be greater than 6t 1.5 End attachments
1.5.1 The end attachment of stiffeners and girders

Fig. 1.4.6 : Proportions and connections of are to ensure good structural continuity. As far as
stiffeners practicable the stiffeners and girders are to be
continuous through and adequately supported at the
1.4.7 Shear ties (stiffeners) supporting members. In case of connections side
frame to deck beams or where it is not feasible to
Where the total web depth to thickness ratio provide the continuity, the stiffeners and girders may
requirement in 1.4.6 for buckling of stiffener webs is be abutted provided brackets as required by 1.5.2 are
not complied with, cross linking of the stiffener fitted. Typical acceptable arrangements are shown in
webs at the Rule depth to thickness ratio is to be Fig.1.5.1.
provided by the use of shear ties, as indicated in
Fig.1.4.7.

Chapter 7
Bracket be provided in way of shear ties see 7.2.3 and may

Longit- also be provided to support the bottom panels.
udinal
Girder The bottom longitudinals are to be supported by
bottom transverses or bulkheads spaced not more
than 2 metres apart.
Continu- 1.6.2 Web frame rings continuous around the

ous face transverse cross section of the craft are to be
reinforc- arranged in line with the bottom transverses. Where
intermediate floors are fitted for additional bottom
Transverse ement
support, their ends are to be well tapered or
frame connected to local panel stiffening.
1.6.3 In the engine room, floors are generally to be

fitted at every frame. The floors are preferably to be
carried continuously through the engine girders. In
way of thrust bearings additional strengthening is to
be provided.
1.6.4 Bottom longitudinal girders in general, are to

Deck beam
spaced 2.5 m and are to be carried continuously
through bulkheads.
Beam knee A centre girder is to be fitted for docking purposes if

the external keel or bottom shape does not give
Continuous sufficient strength and stiffness.
face
reinforcement
1.6.5 Main engines are to be supported by
longitudinal girders with suitable local
reinforcement to take the engine and gear mounting
Side frame bolts. Rigid core materials are to be applied in all
Supporting through bolt connections. Also see 4.7 for inserts.
BHD
1.6.6 Adequate number of manholes are to be
Taper 1:4 provided for easy access to all parts of the double
min. bottom. Exposed edges of openings in sandwich
constructions are to be sealed with resin
Girder impregnated mat see 4.8 for details. All openings are
to have well-rounded corners.
Fig. 1.5.1 : End attachments 1.7 Side structures
1.5.2 In general, the thickness of webs and flanges 1.7.1 The craft sides may be longitudinally or
of the stiffeners or girders is to be continued over the vertically stiffened.
bracket region. The bracket arm length (including
the depth of the stiffener or girder) is not to be less 1.7.2 In open deck crafts, the top ends of the
than 1.5 times the depth of the stiffener or girder. stiffeners are to be efficiently connected to fore and
aft gunwale at deck line.
1.6 Bottom structures
1.8 Deck structure
1.6.1 In crafts of single skin construction, the bottom
structures are normally to be longitudinally 1.8.1 Decks of single skin construction are normally
stiffened. In crafts with sandwich construction, to be longitudinally stiffened.
adequate longitudinals or longitudinal girders are to
Page 5 of 20
structural arrangement in line is not possible other

1.8.2 In areas subjected to high compressive stresses effective supports are to be arranged.
additional transverse intermediate stiffeners may
have to be fitted to ensure adequate buckling 1.11.2 Sufficient transverse strength is to be
strength. provided by means of transverse bulkheads or
girders supported by web frames.
1.8.3 Hull to deck connections details are to be as
per 4.10. 1.11.3 At the break of superstructures, which have
not set-in from the ships side, the side plating is to
1.9 Bulkhead structures extend beyond the ends of the superstructure and is
to be gradually reduced in height down to the deck
1.9.1 Number and location of transverse watertight or bulwark. The transition is to be smooth and
bulkheads are to be in accordance with the without local discontinuities.
requirements given in Chapter 5, Section 5.
1.11.4 Openings in the sides of deckhouses are to
1.9.2 Bulkheads are to be suitably strengthened at have well-rounded corners. Large openings in sides
the ends of deck girders and where subjected to of deckhouses are to be substantially stiffened along
concentrated loads. the edges.
1.10 Bow protection 1.11.5 Machinery casings supporting one or more

decks above are to be adequately strengthened.
1.10.1 For craft of composite sandwich construction
the fore foot region upto atleast one frame spacing 1.12 Bulwarks
abaft of the stem, is to be so designed that in the
event of local impact the effect of damage will be 1.12.1 Bulwark sides shall have the same scantlings
limited. This may be achieved by providing an as required for a superstructure in the same position.
additional sacrificial nose or sheathing or by
arranging the individual plies of the laminate such 1.12.2 A strong flange is to be made along the upper
that any delamination due to the impact will be edge of the bulwark. Bulwark stays are to be
directed to the outer surface of the laminate. arranged in line with transverse beams or local
stiffening. The stays are to have sufficient width at
1.11 Superstructures and deckhouses deck level. If the deck is of sandwich construction
solid core inserts are to be fitted at the foot of the
1.11.1 In superstructures and deckhouses, the front bulwark stays. Stays of increased strength are to be
bulkhead is to be in line with a transverse bulkhead fitted at ends of bulwark openings. Openings in
in the hull below or be supported by a combination bulwarks are not to be situated near the ends of
of girders and pillars. The after end bulkhead is also superstructures.
to be effectively supported. As far as practicable,
exposed sides and internal longitudinal and 1.12.3 Where bulwarks on exposed decks form
transverse bulkheads are to be located above girders wells, ample provision is to be made to facilitate
and frames in the hull structure and are to be in line freeing the decks of water.
in the various tiers of accommodation. Where such

Chapter 7
Section 2
Requirements for Manufacturing Facilities
2.1 Storage of raw materials for handling the materials, the laminating process
and curing conditions can be followed.
2.1.1 Storage premises are to be so equipped and
arranged that the respective material suppliers 2.2.2 The air temperature in the moulding shops is
recommendations for correct storage and handling of not to be less than + 18oC and in general, not more
the raw materials are complied with. than 30oC. The air temperature is to be attained at
least 24 hours before commencement of lamination
2.1.2 Storage premises for glassfibre are to be kept and is to be maintained within 3oC throughout the
clean and as free from dust as possible, so that the moulding area during the lay-up and curing period.
raw material is not contaminated. Glassfibre parcels
are also to be protected against rain and moisture. 2.2.3 The relative humidity of the air is to be kept
below the dew point to avoid condensation and is in
2.1.3 The glass fibre materials are to be stored for at any case not to exceed 75%. In areas where spray
least two days in storage premises where the relative moulding is taking place, the relative humidity is not
humidity of air is not higher and the air temperature to be less than 40%.
is not lower than that in the moulding shop.
2.2.4 Air temperature and relative humidity are to be
2.1.4 The resins are to be stored under dry, well- recorded at all necessary locations regularly.
ventilated conditions, in accordance with the
material suppliers recommendations. Resins which 2.2.5 Arrangements are to be made to prevent
are stored at temperatures lower than + 18oC are to draught and direct sunlight in places where
be pre-conditioned to the moulding shop lamination and curing are in progress.
temperature prior to use.
2.2.6 Sufficient scaffoldings are to be arranged so
2.1.5 Core materials are to be stored dry and that all lamination work can be carried out without
protected against mechanical damage. operators standing on the core or on surfaces on
which lamination work is taking place.
2.2 Manufacturing conditions
2.2.7 Fabrication of flat panels is to be carried out on
2.2.1 Manufacturing premises are to be so equipped a support lifted from the workshop floor level.
and arranged that the material supplier's directions
Section 3
Production Procedures, Workmanship and Manufacturing Control
3.1 General 3.2 Manual lamination
3.1.1 Fabrication of all major structural parts is to be 3.2.1 The reinforcement material is to be applied in
carried out in accordance with the approved the approved sequence.
production plan and by skilled operators. Any
deviations from this plan are required to be approved 3.2.2 Changes in laminate thickness are to be made
by the surveyor prior to commencement of the work. using a gradual taper. The length of such taper is, in
general, not to be less than 20 times the difference in
3.1.2 Raw materials for all structural members thickness. Where the construction changes from
covered by the Rules are to be of approved type in sandwich laminate to a solid laminate, the thickness
accordance with Chapter 3. The suppliers directions of the core material is, in general, to be reduced by a
for application of the materials are to be followed. gradual taper of not less than 2:1. Also see Fig.7.1.3.

Page 7 of 20
3.2.3 When the laminate is applied in a mould a 3.3.5 In addition to ensuring an even application
chopped strand mat of max. 450 g/m2 is to be during the spray moulding over the entire surface,
applied next to the gelcoat. regular rolling out of the sprayed-on layers is to be
carried out. Immediately next to the gelcoat, the
3.2.4 Polyester resin is to be applied on each layer of rolling out is to be done before the thickness of
reinforcement. Gas and air pockets are to be worked finished laminate reaches 1.5 mm and thereafter for
out of the laminate by regular rolling, generally every 2.5 mm of thickness of subsequent layers. The
before the next layer is applied. Rolling of the layers rolling out is to be done thoroughly to ensure
are to be made carefully, paying special attention to adequate compression and removal of gas and air
sharp corners and transitions. pockets. Special care is to be taken at sharp
transitions and corners.
3.2.5 The time interval between applications of each
layer of reinforcement is to be within the limits 3.4 Sandwich lay-up
specified by the material supplier. For thicker
laminates care is to be taken to ensure a time interval 3.4.1Sandwich constructions can be fabricated either
sufficiently large to avoid excessive heat generation. by lamination on the core (e.g. plug moulding),
application of the core against a wet laminate or by
3.2.6 Curing systems are to be selected with due gluing the core against a cured skin laminate.
regard to the reactivity of the polyester and in
accordance with the suppliers directions. Heat 3.4.2 Efficient bond is to be obtained between the
development during curing is to be kept at a safe skin laminates and the core and between the
level. The quantity of curing agents is to be kept individual core elements. Approved tools for cutting,
within the limits specified by the supplier. grinding etc. of various types of core material are to
be specified in the production procedure. The bond
3.2.7 After completion of lamination the laminates is to be verified by shear or tensile testing.
are to cure for at least 48 hours at an air temperature
of not less than 18oC. Curing at a higher temperature 3.4.3 All joints between skin laminates and core and
and a shorter curing time may be accepted on the between the individual core elements are to be
basis of control of the curing rate. completely filled with resin, glue or filler material.
3.3 Spray moulding 3.4.4 Core materials with open cells in the surface
are normally to be impregnated with resin before it
3.3.1 The term spray moulding is understood to is applied to a wet laminate or before lamination on
mean the simultaneous deposit of polyester resin and the core is commenced.
fibreglass reinforcement. Manufacturers using this
method are subject to special approval. 3.4.5 When the core is applied manually to a wet
laminate the surface is to be reinforced with a
3.3.2 When approval of the spray moulding process chopped strand mat of 450 g/m2 on plane surface
is considered, special attention will be paid to and 600 g/m2 on curved surfaces. The core material
production arrangement, ventilation equipment, the is to be laid onto the pre-moulded skin as soon as
manufacturer's own quality control systems and possible after the laminate cure has passed the
other factors of significance to the quality of the exothermic stage.
finished product.
3.4.6 Frameworks for core build up are to give the
3.3.3 Spray moulding of structural members is to be core sufficient support to ensure stable geometrical
carried out only by specially approved operators. shape of the construction and a rigid basis for the
lamination work.
3.3.4 The equipment used for spray moulding is to
give an even and homogenous build-up of the 3.4.7 When a prefabricated skin laminate is glued to
laminate. Any dosage devices are to ensure an even a sandwich core, measures are to be taken to
application of additives to the polyester resin. No evacuate air from the surface between skin and core.
fibres are to be shorter than 20 mm in length.

Chapter 7
3.4.8 The core material is to be free from dust and 3.5.5 Consideration is to be given, especially in
other contamination before the skin laminates are highly stressed areas, to the application of peel ply
applied or core elements are glued together. materials to obviate contamination of the exposed
surface, and thereby reducing the abrading required
3.4.9 Where a core is to be applied to an uneven to obtain a good secondary bond. If peel strips are
surface, the Surveyor may request additional used in the bonding surface the required surface
building up of the surface or contouring of the core treatment may be dispensed with.
to suit.
3.6 Faults
3.4.10 In general laminates are to be staggered by 50
mm per layer of reinforcement. Where very thin 3.6.1 All faults are to be classified according to their
sandwich skins are adopted the rate of laminate severity and recorded, together with the remedial
stagger will be individually considered. The plans action taken, under the requirements of the quality
are to clearly show the staggering of successive plies control systems. The documentation is to be made
in both the transverse and longitudinal directions. available during surveys and for works approval.
3.4.11 Thermoforming of core materials is to be 3.6.2 Production faults are to be brought to the
carried out in accordance with the manufacturers attention of the attending Surveyor and a
recommendations. Maximum temperature limits are rectification scheme agreed upon.
to be strictly observed.
3.7 Repair
3.5 Secondary bonding
3.7.1 Minor repairs are to be agreed with the
3.5.1 A secondary bonding is any bond between two attending Surveyor prior to being carried out. The
GRP structures which is made after one or both of builder is to incorporate details of the agreed repair
the individual structures has effectively cured. procedures in the quality control system for the
craft.
Normally, the laminating is to proceed as a
continuous process, as far as practicable, with the 3.7.2 Where required, plans giving details of the
minimum of delay between successive plies. Where proposed structural modifications or repairs are to be
a secondary bond is required to be made, it is to be submitted for approval, prior to execution.
carried out in accordance with the resin
manufacturers recommendation, details of which 3.8 Inspection
are to be incorporated in the builders quality control
documentation. This will, in general, take the form 3.8.1 It is the builders responsibility to carry out the
of the area being lightly abraded and wiped with a inspections required in accordance with the accepted
suitable solvent, which is to be allowed to dry prior quality control system.
to laminating.
3.8.2 The Surveyors will monitor the builders
3.5.2 The surface ply of a laminate subject to quality control records and carry out inspections of
secondary bonding and the first ply of the bonding work in progress during their periodical visits.
laminate is normally to be of chopped strand mat to
enhance the interlaminar strength of the laminate. 3.8.3 During inspections, all deviations are to be
dealt with under the builders agreed quality
3.5.3 Surfaces in way of secondary bonding are to procedures.
be clean and free from dust.
3.9 Acceptance criteria
3.5.4 If a laminate subject to secondary bonding has
cured for more than 5 days the surface is to be 3.9.1 Classification is dependent upon the work
ground. If resin containing wax is used, grinding is being carried out in accordance with the approved
required if the curing time exceeds 24 hours. plans and the requirements of an accepted quality
system.

Page 9 of 20
3.9.2 The workmanship is to be to the satisfaction of 3.9.3 Proposed deviations from the approved plans
the attending Surveyor. This will include the are subject to IRS approval. An amended plan is to
verification of the quality control documentation and be submitted for approval prior to any such changes
the remedial action associated with all defects and being introduced.
deficiencies recorded.
Section 4
Details and Fastenings
4.1 General 4.2.6 To ensure efficient load transmission,

intercostals, single skin bulkheads are to be aligned
4.1.1 The general requirements in respect of details to within half the thickness of the thinner bulkhead.
and fastenings given in this section are in addition to In the case of sandwich construction the tolerance
the accepted good building practices. Alternative requirements will be individually considered
details may be accepted against evidence of dependent upon the sandwich panel dimensions and
satisfactory service experience or test data. the construction of the continuous member. In
general, the webs of the intercoastal sandwich panel
4.2 Alignment member are to be aligned within 5 mm. Where poor
alignment has been identified, additional boundary
4.2.1 Details of alignment and building tolerances bonding reinforcements are to be applied as agreed
are to be laid down in the builder's production plan. with the attending Surveyor. Any deviations and
details of the remedial action taken are to be
4.2.2 Where details of alignment and building recorded in the builder's quality control
tolerances are not included on the construction documentation.
plans, or submitted separately for consideration with
the plan submission, they may, subject to individual 4.2.7 To ensure efficient transmission of shear loads,
consideration, be agreed locally with the attending the alignment tolerance of intercoastal top hat
Surveyor. stiffener webs is, in general, to be within half of the
web thickness. Where poor alignment is identified,
4.2.3 Particular attention is to be given to the additional reinforcements are, in general, to be
accurate alignment of the following: incorporated into the stiffener webs as agreed with
the attending Surveyor. Such deviations and details
a) girder abutting single skin bulkhead, of the remedial action taken are to be recorded in the
b) girder webs with tank sides, builder's quality control documentation.
c) frames with beams,
d) deck and bottom girders with bulkhead or 4.3 Continuity
transom stiffeners,
e) tank baffles with floors, 4.3.1 Continuity of all primary structural members
f) longitudinals where broken at tank ends, and is to be maintained and abrupt changes of section are
to be avoided. All longitudinal girders and stiffeners
4.2.4 For larger crafts, the hull breakage sight line is are to be continuous through their supporting
to be progressively monitored during the members.
construction of the craft and is to form part of the
quality control documentation. The production plan Brackets ending at unsupported sandwich panels are
is to identify maximum breakage limits dependent to be tapered smoothly to zero and the panels skin
upon the size of the craft. laminate to be locally reinforced at the end of the
bracket.
4.2.5 The production plan is to identify allowable
tolerances for the alignment of the primary structural Girders are to be fitted with bracket or tapered
components. gradually at ends. See Fig. 1.5.1

Chapter 7
4.3.2 Special consideration is to be given to the 4.5.3 In general, large headed bolts or large diameter
inter-section of longitudinal and transverse thick washers are to be used to prevent localised
members. In general the ratio between the depths of crushing damage during tightening.
the intersecting members is to be 2:1. The shallower
member is to be continuous under the supporting 4.5.4 Where mechanical fastenings are used, the
members. torque is to be indicated on the plans submitted for
approval.
4.3.3 Alternative proposals to the requirements
given in 4.3.2 will be subject to special 4.5.5 In sandwich constructions, inserts of a material
consideration alongwith details for maintaining the capable of resisting crushing are to be fitted in
continuity of reinforcements at intersections in both accordance with 4.7.
directions which are to be submitted. Where
stiffeners are of similar dimensions the primary 4.5.6 The diameter of a fastening is not to be less
member is to be continuous. In general, the section than the thickness of the thinner component being
modulus of the continuous material is to be fastened, with a minimum of 6 mm.
maintained.
4.5.7 Bolted connections are, in general, to be
4.4 Openings bonded along all mating surfaces using an accepted
structural adhesive, applied in accordance with the
4.4.1 All openings are to have well rounded corners manufacturers requirements. Where connections
and are to be supported on all sides. Cut edges of rely solely on the shear resistance of the connecting
openings are to be sealed to prevent the ingress of bolts the spacing is not to exceed 3 x the bolt
moisture. diameter. In areas where subsequent access will
either be limited or not possible, self-locking nuts
4.4.2 All hatch openings are to be supported by a are to be provided.
system of transverse and longitudinal stiffeners, the
details of which are to be submitted for approval. 4.5.8 In general, all structural, bolted connections
are to use reeled lines of bolts in accordance with the
4.4.3 The requirements for closing arrangements and requirements given in Table 4.5.8.
outfit are given in Chapter 5, Section 6.
Table 4.5.8 : Minimum bolt pitch requirements in
4.4.4 All deck openings are to have corner radii as bonded and bolted connections
specified in Section 6.4.3.
Location Pitch
4.4.5 For details of sealing the edges of openings Watertight connections
and sandwich panels, see 4.9. - below static load waterline 10 db
Connections in hull above static load
4.5 Through bolting and bolted connections 15 db
waterline to deck
Hull to deck connections
4.5.1 Bolting arrangements are, in general, to be in - bonded with structural adhesive 15 db
accordance with 4.5 to 4.7. The details of all through - bolted with mastic sealant (see 8 db
bolted structural connections including bolt material, note 2)
proposed number and spacing are to be indicated on Connections in deckhouses 20 db
the relevant construction plans submitted for Deckhouse to deck connections
approval. The design of the joint is to be suitable for - bonded with structural adhesive 15 db
its intended purpose with a sufficient number of - bolted with mastic sealant (see 8 db
bolts to satisfactorily close the joint. note 2)
Minimum distance between reeled
4.5.2 All fastenings are to be of a suitable marine 3 db
lines of bolts
grade and are to be of a non-corrosive material or Minimum distance from centreline of
protected against corrosion. 2 db
line of bolts to free edge
Notes:
1. db is the diameter of the bolt
2. Internal boundary sealing angle to be provided.
Page 11 of 20
diameter washers, compression tubes or inserts or a

4.5.9 All structural, single line, bolted connections combination of these may to be provided.
without adhesive bonding are to be in accordance
with the requirements given in Table 4.5.9. 4.6.3 All bolted fittings are to be bedded down using
a suitable mastic, details of which are to be indicated
on the plans for approval.
Table 4.5.9 : Minimum bolt pitch requirements in
bolted structural connections 4.7 Backing bars (inserts) and tapping plates
Location Pitch 4.7.1 The requirements for backing plates and bars
Manhole covers to fuel tanks 6 db will be individually considered, on the basis of the
Manhole covers to water tanks 8 db loading imposed, details of which are to be indicated
Covers over void tanks/cofferdams 10 db on the submitted plans.
Bolted access hatches in decks 10 db
Bolted watertight door frames 8 db 4.7.2 Metallic plates and bars are to be suitably
Window frames 8 db protected against corrosion.
Notes:
1. db is the diameter of the bolt. 4.7.3 Tapping plates may be encapsulated within the
2. Internal boundary sealing angle to be provided. laminate, laminated to or bolted to the structure.
Where tapping plate edges or corners are likely to
4.5.10 Care is to be taken to avoid distortion of the give rise to hard spots or stress concentrations the
frame when window frames are bolted into the edges are to be suitably rounded.
structure of the craft. Where necessary, uneven
surfaces are to be locally built upto the satisfaction 4.7.4 Where tapping plates are placed on foam cores
of the attending Surveyor. the plate is to be mounted on a suitable foundation to
prevent the movement of the tapping plate during
4.5.11 Bolt holes are to be drilled, without undue drilling operations.
pressure at break through, having a diametric
tolerance of two percent of the bolt diameter. Where 4.7.5 Direct calculations regarding the scantlings of
bolted connections are to be made watertight the tapping plates are to be provided at the plan
hole is to be sealed with resin and allowed to cure appraisal stage.
before the bolt is inserted.
4.8 Exposed edges
4.5.12 In areas of high stress or where unusual
bolting configurations are proposed, testing on the 4.8.1 The exposed edges of all openings cut in single
basis of equivalence with the above Rules, may be skin laminate panels are to be suitably sealed. Where
required. such edges are in wet spaces or under water the
edges of such openings are to have rounded edges
and are to be sealed by two plies of 450 g/m2
4.6 Through hull fittings
chopped strand mat (or equivalent) reinforcements.
4.6.1 Where fittings penetrate the hull envelope, care
4.8.2 Exposed edges of openings cut in sandwich
is to be taken to seal the hull laminate with resin or
panels are to be suitably sealed. The cut edges are, in
other suitable compound. See 4.9.
general, to be sealed with a weight of reinforcement
not less than that required for the outer skin of the
4.6.2 The areas in way of penetrations for fittings in
sandwich. Where other than an epoxy resin system
sandwich construction are, in general, to comply
is used the first layer of such reinforcement is to be
with the requirements of 4.7. Where the
chopped strand mat with a weight not exceeding 450
requirements cannot be complied with, the core is to
g/m2.
be replaced locally with a solid core or very high
density foam core with compressive properties
commensurate with the loads imposed by the 4.9 Local reinforcement
securing arrangements. In areas where localised
crushing of a sandwich core is likely to occur, large 4.9.1 Areas subject to local loads or increased stress
are to be suitably reinforced, details of which are to
be indicated on the submitted plans.

Chapter 7
4.11.3 Where a type approved system is not used,

4.9.2 The hull is to be locally increased by minimum the arrangement will be considered on an individual
50% in thickness in way of rudder tubes, propeller basis. Resins used in the manufacture of exhaust
brackets, etc. Details of such reinforcements are to systems are to be of a type approved by IRS and are
be submitted. Local reinforcement is in general to to have good heat and chemical resistance properties
extend under the adjacent supporting structure and with a high deflection temperature under load. A
then tapered gradually to the base laminate thickness vinylester resin is to be used, but a fire retardant
over a distance of minimum 20 times the difference polyester resin, having a high heat distortion
in thickness. temperature, will be considered. Test samples may
be required dependent upon the proposed
4.10 Hull to deck connections arrangement, temperatures and materials.
4.10.1 Details of the hull to deck connection, the 4.11.4 It is recommended that pigments and
method of bonding and the tolerances are to be additives are not used unless it can be demonstrated
indicated on the submitted plans. that the mechanical properties of the resin system
remain unaffected. Resins used are not to show any
4.10.2 Hull to deck connections are to be, in general, embrittlement with age.
bolted and over-bonded. A suitable mastic or sealing
compound is to be incorporated within the joint. 4.11.5 Special consideration is to be given to post
curing of such systems to obtain optimal
4.10.3 The bolting details are to be reeled lines of characteristics.
bolts pitched as specified in Tables 4.5.8 and 4.5.9,
as applicable. Suitable large diameter thick washers 4.11.6 Due to the weight of water contained within
are to be used under both the head and the nut. the system, exhaust pipes and fittings are to be
efficiently supported.
4.10.4 Where a mastic is not used, sealing plies are
to be applied on the inside of the hull. 4.11.7 Exhaust boxes are to be lined with a
minimum of two plies of 600 g/m2 chopped strand
4.10.5 The weight of the over-bonding mat (or equivalent) using a suitable fire
reinforcement is, in general, not to be taken as less retardant/high temperature resin.
than equivalent to the lighter of the component
members being connected, and in no case less than 4.11.8 For engineering aspects of exhaust systems
equivalent to three plies of 600 g/m2 chopped strand reference is to be made to Chapter 12, Section 3.1.4.
mat.
4.12 Ballast
4.10.6 Substantial beam knees are to be provided to
maintain structural continuity between the transverse 4.12.1 The provision of permanent ballast is not to
deck and hull stiffening. adversely affect the surrounding structure.
4.10.7 The watertight integrity, continuity and 4.12.2 Where a resin compound is to be poured into
strength of the connection is not to be impaired by a void space, care is to be taken to minimise the
the attachment of the hull fender. generation of heat that may affect the mechanical
and weathering characteristics of the structural
4.11 Exhaust systems laminate.
4.11.1 Exhaust systems, manufactured from FRP, 4.12.3 Details of all ballast materials and the
are to be of the water injected type with a normal proposed method of installation are to be indicated
operating temperature of 60o to 70oC. on the submitted plans.
4.11.2 Exhaust pipes, silencers and water separators 4.13 Limber holes
are to be of a type approved design, installed strictly
in accordance with the manufacturers requirements. 4.13.1 Provision is to be made to drain areas likely
to accumulate liquids, details of which are to be
indicated on the submitted plans.

Page 13 of 20
4.13.2 The size, shape and position of limber holes 4.14.4 Where plywood bulkheads form part of a tank
are not to affect the structural strength of the boundary, the surface is to be completely protected
stiffening members in which they are fitted. Limber against the ingress of moisture with a minimum of 5
holes are, in general, to be positioned at the quarter mm thickness of laminate to provide an effective
span of the stiffener. fluid barrier.
4.13.3 In way of limber holes, Top Hat stiffeners 4.14.5 Where outfit items are to be laminated to the
are to be boxed, so that, water does not pass through tank surface, the heavy coating of resin is to be
stiffener hollows to other parts of the vessel. applied afterwards and the laminated brackets sealed
to prevent the ingress of moisture.
4.14 Integral tanks (requirements for coatings)
4.14.6 The scantlings of integral oil fuel and water
4.14.1 The surfaces of integral tanks are to be tanks are to be in accordance with Sections 7, 8 and
provided with a barrier to reduce the ingress of 9.
liquid. The details of the proposed system are to be
indicated on the submitted plans. 4.14.7 Integral tanks are to be tested in accordance
with Chapter 5, Section 5.5.
4.14.2 Fresh water tanks are to be coated with a non-
toxic and non-tainting coat of resin that is 4.15 Reserve buoyancy
recommended by the resin manufacturer for potable
water tanks. 4.15.1 Details of materials to be used and the
method of installation of reserve buoyancy are to be
4.14.3 The design and arrangement of oil fuel tanks indicated on the submitted plans.
is to be such that there is no exposed horizontal
section at the bottom that could be exposed to a fire. 4.15.2 Where necessary, buoyancy materials are to
Other fire protection arrangements for oil fuel tanks be over-laminated in-situ to prevent the ingress of
will be specially considered. For details of fire moisture.
protection requirements see Chapter 10.
Section 5
Material Properties and Testing
5.1 Material properties 5.1.3 In the absence of suitable test data, the
assumed mechanical properties of laminates may be
5.1.1 The mechanical properties of materials which based on the properties given in Tables 5.1.4 (a) and
are assumed for determination of scantlings as per (b). In case of laminates using alternate layers of
Sections 6, 7 and 8, are to be clearly indicated on the chopped strand mat and woven roving
structural plans submitted for approval. reinforcements, the estimation of properties of the
composite laminates is to be based on the
5.1.2 The reinforcements are to be thoroughly mechanical properties of individual layers, their
impregnated with resin. The maximum glass content thickness and location in the laminate etc.
by weight of reinforcement is in general, not to
exceed the following: 5.1.4 The approval of plans is subject to proof, by
testing as per 5.2, that the assumed mechanical
In case of chopped strand mat or properties are within the following limits :
sprayed fibres 0.34
90 percent of the mean first ply/resin cracking
In case of Woven rovings 0.50 failure values determined from accepted
mechanical tests,
or the mean values minus two times the
standard deviation for the five samples.

Chapter 7
Table 5.1.4 (a) : Mechanical properties for Gc = glass content by weight in the ith layer.
chopped strand mat (CSM) reinforcements
5.2 Testing
Mechanical property [N/mm2]
Ultimate tensile strength 200 Gc + 25 5.2.1 The test pieces of sandwich panels and
Tensile modulus (15 Gc + 2) x 103 laminates are to represent the actual construction in
Ultimate compressive 150 Gc + 72 respect of the raw materials used ( reinforcements,
strength resins, additives and fillers ), lay-up sequence,
Compressive modulus (40 Gc 6) x 103 production procedures, workshop conditions, etc.
Ultimate shear strength 80 Gc + 38
Shear modulus (1.7 Gc + 2.24) x 103 The shear strength and shear modulus properties of
Ultimate flexural 502 Gc2 + 106.8 type approved core materials as tested and certified
strength by the supplier may be accepted subject to
Flexural modulus (33.4 Gc2 + 2.2) x 103 satisfactory supporting documentation.
Note: Gc is the glass content by weight of the
5.2.2 The testing is to be carried out as per the test
reinforcement within the laminate.
methods specified in Chapter 3,section 4.
5.2.3 The extent of material testing will be

Table 5.1.4 (b) : Mechanical properties for woven considered in each individual case but shall
roving (WR) reinforcements normally include the following, as a minimum :
Mechanical property [N/mm2] In case of single skin laminates :
Ultimate tensile strength 400 Gc - 10
Tensile modulus (30 Gc - 0.5) x 103 the tensile strength, tensile modulus, bending
Ultimate compressive 150 Gc + 72 strength and bending modulus and glass content
strength
Compressive modulus (40 Gc 6) x 103 In case of sandwich panels :
Ultimate shear strength 80 Gc + 38
Shear modulus (1.7 Gc + 2.24) x 103 the tensile strength and tensile modulus of the
Ultimate flexural 502 Gc2 + 106.8 skin laminates
strength the bending strength and modulus of the
Flexural modulus (33.4 Gc2 + 2.2) x 103 sandwich panel as a whole
Note: Gc is the glass content by weight of the shear test for core materials and test for bond
reinforcement within the laminate. between the skin and core
5.1.5 The total thickness of a cured laminate is given In case of flange laminates of stiffeners and girders :
by:
the tensile strength and tensile modulus of the
t = ti , (excluding the gel coat) skin laminates
where, 5.2.4 The testing is normally to be carried out at the

temperatures mentioned in the relevant standards
ti = the thickness of ith layer indicated in Chapter 3, Section 4. For structural
members which may be subjected to elevated
w 2.56 temperatures, e. g. in way of engine exhaust pipes, it
= i x 1.36 [mm] may be necessary to carry out the tests at the
3072 G
c relevant operating temperatures.
wi = the weight of the reinforcement in the ith layer,

[g/m2]

Page 15 of 20
Section 6
Hull Girder Strength
6.1 General
The distance of the neutral axis, Yna, from keel is
6.1.1 Scantlings of hull members contributing to given by :
longitudinal and transverse hull girder strength are ( E a z )
to comply with the requirements given in this Y = i i i [m]
section. In addition, members subjected to large na (E a )
i i
compressive stress may also need to be checked for
buckling strength.
Where,
6.1.2 In general, the longitudinal strength is to be
ai, = the cross sectional area of individual laminate
checked for all crafts where L/D > 12 or L > 24 m.
[ cm2]
For other vessels, longitudinal strength calculations
may be required based on the deck flange area,
zi = the distance to the centre of area of individual
form, construction arrangement and loading.
laminate from keel [m]
6.2 Longitudinal bending strength
6.3 Calculation of effective sectional properties
and longitudinal bending stress
6.2.1 The resultant longitudinal bending tensile or
compressive stress within any laminate is not to
6.3.1 The effective sectional properties of a
exceed the allowable hull girder bending stress a = transverse section are to be calculated using the net
0.33 x u {N/mm2], where u is the ultimate tensile area of all continuous longitudinal members after
strength of the laminate. deduction of openings in accordance with Chapter 6,
Section 2.3.
6.2.2 The resultant tensile or compressive stress, ,
within any laminate is given by : 6.3.2 In case of sandwich panels, area of only the
skin laminates are to be considered, ignoring the
E y M core material.
i i 2
= x 10 [N/mm ]
(E I ) 6.4 Openings in longitudinal strength members
i i
Where,
6.4.1 The keel plate is normally not to have any
M = the Rule longitudinal bending moment [ kN-m], openings. In the bilge plate within 0.6L amidships
which is the greater of : openings are to be avoided as far as practicable.
Openings in strength deck are to be kept well clear
a) Total Bending Moment Mt = (Ms + Mw) given of crafts side and hatch corners.
in Chapter 4, Section 4.1.2.
6.4.2 Circular openings with diameter equal to or
b) Bending Moment due to slamming Msl given in more than 0.325 m are to have edge reinforcement.
Chapter 4, Section 4.1.3 Elliptical openings are to have their major axis in the
fore and aft direction. Where the ratio of the major
Ei = tensile modulus of the laminate under axis to the minor axis is less than 2, the openings are
consideration [N/mm2] to have edge reinforcement.
yi = the vertical distance to the furthest point within 6.4.3 Rectangular openings are to have their corners
the laminate under consideration from the neutral well rounded. Where corners are of circular shape,
axis [m] the radius is not to be less than 20 percent of the
breadth of the opening and the edges are to be
Ii = the moment of inertia of the laminate under reinforced.
consideration, about the neutral axis [ cm2- m2 ]

Chapter 7
6.5 Shear Strength

b) Shear force due to slamming Qsl given in
6.5.1 The shear stress, , at mid depth at any position Chapter 4, Section 4.1.3.
along the length is not to exceed the allowable hull
shear stress a = 0.33 x u {N/mm2], where u is the As = net sectional area of laminates of side shell
ultimate shear strength of the laminate. plating and longitudinal bulkheads, if any [cm2]
6.5.2 The shear stress , is to be taken as : 6.6 Transverse strength of twin hull craft
10Q 6.6.1 The twin hull connecting structure is to have

2
= [N/mm ] adequate strength considering the design loads and
As moments given in Chapter 4, Section 4.2.
Where, 6.6.2 The following stress levels are normally

acceptable:
Q = the Rule shear force [kN], which is the greater
of : Tensile or compressive stress : 0.25 u [N/mm2]
Shear stress : 0.25 u [N/mm2].
a) Total shear force QL = (Qs + Qw) given in
Chapter 4, Section 4.1.2.
Section 7
Sandwich Plate Panels
7.1 General
7.1.1 In this section general requirements for local 0.4T

strength of sandwich panels are given. t2
0.6T tc
7.1.2 The reinforcement of skin laminates is to be
T
containing at least 40% continuous fibres. t1
1.5tc 4tc
7.1.3 In way of keel, stem and knuckles, single skin Taper 1:20
construction is to be locally adopted with scantlings
as specified in Section 8.1. Similarly, in way of
rudder tubes and shaft brackets etc; the reinforced Fig. 7.1.3
areas are generally to be of single skin construction.
See Section 4.9 for details. 7.2 Sandwich core thickness
The design in way of attachment of other fittings or 7.2.1 The thickness of the sandwich core, tc, is not to
equipment is to be such that the load can be be less than :
transmitted into the structure by bending and not by 3
f cs p . b x 10
shear. Suitably reinforced single skin construction is (i) t c = [mm] , and
generally to be provided in these areas. 2. a
2
The recommended arrangement of reinforcement in f p . b x 10
(ii) t c = cd [mm]
way of the transition from sandwich construction to G
single skin laminate is to be in accordance with Fig.
7.1.3.

Page 17 of 20
where, 7.2.3 Where shear ties are to be fitted, the maximum

spacing between the shear ties is to be not greater
fcs = 320 (l/b) + 0.36, with 0.68 fcs 1.0 than the maximum panel breadth that can be
achieved with the basic core material. Shear ties are
fcd = 0.56 + ln (1000 l/b), with fcd 1.0 also, in general, to be fitted in the sandwich structure
beneath primary longitudinal members.
a = allowable shear stress for the core material, as
per Table 7.2.1, [N/mm2] Shear ties fitted between the sandwich skins are to
be angled at 45o. The width of shear tie bonding to
the sandwich skins is to be 2.5 tc or 50 mm
Table 7.2.1 whichever is the greater, see Fig.7.2.3.
greater of 2.5 tc or 50 mm
Sandwich panel a a whichever is greater
comprising:
Bottom, side and cross deck 0.40 u 0.40 c
structures when slamming
loads are considered and all tt tc
ordinary w.t. bulkheads o
45
Bottom, side, cross deck 0.30 u 0.30 c
structures in all other cases
and inner bottoms, decks, Fig.7.2.3 : Arrangement of shear ties
tank bulkheads,
superstructures, deckhouses 7.3 Sandwich laminate thickness
etc.
u = the ultimate tensile or compressive strength 7.3.1 The minimum thickness requirement of each
of the laminates skin laminate of sandwich panels is given by :
c = the ultimate shear strength of the core
material t = (to + c L) [mm]
7.2.2 Where shear ties as per 7.2.3 are provided in to and c are to be taken from Table 7.3.1.
the direction of the panel breadth, the allowable
shear stress a may be determined using the Table 7.3.1
increased effective shear strength, eff, of the core
material as given below, in lieu of c. See equation Sandwich panel
to
in 7.2.1 (i). Outer Inner c
comprising:
skin skin
Hull below WL 2.5 2.0 0.07
tt
eff = c + . t [N/mm 2 ] Hull above WL, inner 2.3 1.8 0.05
st bottom, tank bulkheads
where, Weather deck 2.0 1.5 0.04
Other structures 1.8 1.5 0.03
eff = effective shear strength of the core material
given by: 7.3.2 The effective section modulus of the sandwich
panel, mm3 per mm of breadth, at the extreme
c = shear strength of basic core material [N/mm2] surface of the outer or inner skin laminates is not to
be less than :
tt = thickness of shear tie material [N/mm2]
2 2
M .( f a ) .( f r ) 2
t = ultimate shear strength of the shear tie material Z = [N/mm ]
[N/mm2] a
st = spacing or mean spacing of the shear ties [mm]. Where,

Chapter 7
2 S
m pb 3
M = . 10 [ N - mm]
12
3 +1 b
m= bw bw
+1
b
b
= w
b s
b = unsupported panel breadth [mm]. See Fig. 7.3.2
bw = base width of stiffener [mm]

s=b
fa , fr = the correction factors for the aspect ratio of
plate field and curvature respectively, as given in
Chapter 6, Section3.1.1. Fig. 7.3.2 : Panel dimensions
a = allowable stress as per Table 7.2.1.
Section 8
Single Skin Plate Panels
8.1 General t = (to + c L) [mm]
8.1.1 In this section the general requirements for to and c are to be taken from Table 8.2.1.
local strength of laminates in stiffened single skin
constructions are given. 8.2.2 The laminate thickness is also not to be less
than the following requirements based on allowable
8.1.2 The reinforcement of skin laminates is to bending stress and deflection :
contain at least 40% continuous fibres.
6M
8.1.3 The width and thickness of laminates in way of (i) t = f .f . [ mm]
stem, keel and knuckles is not to be less than that a r
a
specified in 8.2.1. The thickness of these laminates
p
is also not to be less than 50% in excess of the (ii) t = 0.146 b 3 [ mm]
thickness required as per 8.2.2 considering the actual E tp
frame spacing in the area.
8.1.4 For reinforcements in way of attachment of Where,

fittings or equipment see Section 4.9.
M, fa, fr, b as given in 7.3
8.2 Single skin laminate thickness
a = allowable stress as per Table 8.2.2
8.2.1 The minimum thickness requirement of single
skin laminates is given by : Etp = tensile modulus of plate laminate [N/mm2].

Page 19 of 20
Table 8.2.1 Table 8.2.2
Single skin laminate to c Single skin laminate comprising: a

comprising: Bottom, side and cross deck structures 0.40 u
Stem and keel, for a 9.0 0.10 when slamming loads are considered
distance of (100+8L) mm and all ordinary w.t. bulkheads
on either side of centre line Bottom, side, cross deck structures in 0.30 u
Chine and transom corners, 7.0 0.06 all other cases and inner bottoms,
for a distance of (10L) mm decks, tank bulkheads,
on either side of the corner superstructures, deckhouses etc.
Hull below WL 5.0 0.10 u = the ultimate tensile or compressive strength
Hull above WL, inner 5.0 0.05 of the laminates
bottom, tank bulkheads
Weather deck 4.5 0.05
Other structures 3.5 0.05
Section 9
Stiffeners, Primary Girders and Pillars
9.1 Applications
Table 9.2.1
9.1.1 In this section general requirements for local Stiffeners and Girders on a
strength of stiffeners and primary girders ( i.e. Bottom, side and cross deck structures 0.40 u
longitudinal and transverse girders, web frames etc.) when slamming loads are considered
and pillars based on the lateral pressure on plating and all ordinary w.t. bulkheads
they support are given. Bottom, side, cross deck structures in 0.30 u
all other cases and inner bottoms,
9.2 Strength requirements of stiffeners and decks, tank bulkheads,
girders superstructures, deckhouses etc.
u = the ultimate tensile or compressive strength
9.2.1 The required section modulus of each stiffener of the laminates
and girder, based on the lateral pressure is given by:
2 9.2.2 The effective web area of girders, determined

l sp 3
Z= [cm ] in accordance with Chapter 6, Section 1.4.7, is not to
m a be less than the required area Ar :
where, lsp 2
Ar = [cm ]
m = 12 in case of stiffeners and girders which can be 200
considered as fixed at ends, i.e. those which are
continuous through the supporting members and are where,
adequately supported or which are provided with
end attachments in accordance with Sec 1.5. l, s and p are as defined in 1.2.
m = 8 where the ends are simply supported = 0.25 x u
a = allowable stress [N/mm2] given for each item in where,

Table 9.2.1.
u is as defined in 1.2.

Chapter 7
9.2.3 The end attachments of stiffeners and girders

B
are to be in accordance with 1.5.
9.2.4 Where girders are attached to the supporting b

structural members by secondary bonding, the
effective bond area, Ae, is not to be less than: H
h
lsp 2
AB = [cm ]
200 b
where,
Fig. 9.2.4: Effective bond area
l, s and p are defined in 1.2.
9.3 Pillars
b = 0.25 bu
9.3.1 The scantlings of pillars or pillar bulkheads are
bu = the ultimate bond shear stress for the secondary to be based on the axial load to be carried and the
bonding. maximum permissible load considering buckling
criterion as specified in Chapter 6, Section 5.5, using
Ae = B H b h ( See Fig.9.2.4). appropriate material properties.
9.3.2 As far as practicable, deck pillars are to be

located in line with pillars above. High density core
inserts are to be fitted at the head and foot of pillars.
End Of Chapter

Page 1 of 11
Chapter 8
Hull Appendages, Rudders and Steering Arrangement

Contents
Section
2 Bar Keel, Stem and Stern Frames
3 Shaft Brackets
4 Rudders
5 Steering Gear Systems
6 Waterjet Installations
Section 1
1.1 Scope
1.2 Materials
1.1.1 This chapter applies to all the craft types
detailed in the Rules. Requirements are given for 1.2.1 All plates and sections, castings and forgings
stem, stern frame, shaft brackets, rudders and used in the constructions are to be tested and
steering gears. approved in accordance with the requirements of
Part 2 of the Rules and Regulations for the
1.1.2 Further, the requirements include structural Construction and Classification of Steel Ships.
strength of hull foundations of above items and
appended propulsion units such as waterjets. 1.2.2 Use of other materials not covered above will
be individually considered.
1.1.3 The details of other appendages e.g.
hydrofoils, wings etc. will be specially considered.
Section 2
Bar Keel, Stem and Stern Frames

2.1 General
2.2 Bar keel and stem
2.1.1 Bar keel, stem and stern frames are to be
designed such that they are effectively integrated 2.2.1 Details and scantlings of bar keel and stem are
into the ship's structure. to be as per Section 2 and Section 3 respectively of
Part 3, Chapter 6 of the Rules and Regulations for
2.1.2 It is recommended that the after body of the the Construction and Classification of Steel Ships.
ship be so shaped as to ensure adequate flow of
water to the propeller so as to prevent uneven 2.2.2 The thickness of the plate stem is not to be
formation of eddies, as far as possible. lower than the rule side shell plate thickness in way.
However, the thickness t of the plate stem below
2.1.3 The scantlings are indicated based on normal the summer load water line need not be more than:
mild steel as per Part 2 of the Rules and
Regulations for the Construction and Classification t = (0.1L + 3) k1/2
of Steel Ships. Aluminium stern frames and stems
will be specially considered based on the proposed
material grades.

Chapter 8
Page 2 of 11 Hull Appendages, Rudders and Steering Arrangement
2.2.3 The thickness of the plate stem may be specially considered individually based on detailed
gradually reduced to that of the side shell at the stem analysis.
head.
2.3.2 The scantlings and details of the stern frames
2.2.4 The plate stems are to be supported by are to be as per Part 3, Chapter 6, Section 4 of the
horizontal diaphragms spaced not more than 1.0 [m] Rules as mentioned in 2.3.1 above.
apart. When the stem plate radius is large, a
centerline stiffener or web is to be provided. 2.3.3 The scantlings and details of rudderposts are to
be as per Part 3, Chapter 6 of the Rules mentioned in
2.3 Stern frames 2.3.1 above.
2.3.1 For a moderately cavitating propeller the 2.4 Sole piece

minimum values of propeller-hull clearances may be
as per Part 3, Chapter 6, Section 4 of the Rules and 2.4.1 The details and scantlings of sole-pieces if
Regulations for the Construction and Classification fitted are to be as per Part 3, Chapter 6, Section 4 of
of Steel Ships. For propellers that are heavily the Rules mentioned in 2.3.1 above.
loaded, the propeller-hull clearances will be
Section 3
Shaft Brackets
3.1 Details of shaft bracket struts and reinforcements the shaft bracket boss are to be not less than (4dp)
in way are to be as per Part 3, Chapter 6, Section 4 and (dp/4), respectively, where dp is the tail shaft
of the Rules as mentioned in 2.3.1 above. diameter [mm]. For shaft and shaft bracket boss
made of different materials dp [mm] is to be based
3.2 For the shaft and the shaft bracket boss made of on bracket boss material. For calculating dp see
the same material the length and thickness [mm] of Chapter 12, Section 2.
Section 4
Rudders
4.1 The details and scantlings of rudder blade, Regulations for the Construction and Classification
rudder stock, pintles and rudder couplings are to be of Steel Ships.
as per Part 3, Chapter 14 of the Rules and
Section 5
Steering Gear Systems
5.1 Scope 5.1.2 A Directional Control System includes all

steering devices, all mechanical, electrical and
5.1.1 The requirements of this chapter apply to the hydraulic linkages, all power devices, including
design and construction of Directional Control manual devices, all controls and all actuating
systems. This section gives the general requirements systems. Steering may be achieved by means of air
applicable to steering gear of crafts with HSC or water rudders, foils, flaps, steerable propellers or
notation. The requirements applicable to crafts with jets, yaw control ports or transverse thrusters,
LC or HSLC notation are given in subsection 5.18. differential propulsive thrust, variable geometry of
the craft or its lift system components or by a
combination of these devices.

Page 3 of 11
5.2 General 5.3.5 Power actuating system means the hydraulic

equipment provided for supplying power to turn the
5.2.1 Craft should be provided with means for rudder stock comprising a steering gear power and
directional control of adequate strength and suitable or units together with associated pipes and fittings
design to enable the crafts heading and direction of and a rudder actuator. The power actuating systems
travel to be effectively controlled to the maximum may share common mechanical components i.e.
extent possible in the prevaling conditions and craft tiller, quadrant and rudder stock or components
spaced without undue physical effort at all speeds serving the same purpose.
and in all conditions for which the craft is to be
certificated. The performance should be verified in 5.3.6 Maximum ahead service speed means the
accordance with Chapter 15, Annexure 6. greatest speed which the ship is designed to maintain
in service at sea at her deepest seagoing draught.
5.2.2 Attention is drawn to the possibility of
interaction between directional control system and 5.3.7 Rudder actuator means the component(s)
stabilisation systems. Where such interaction occurs which converts directly hydraulic pressure into
or where dual purpose components are fitted mechanical action to move the rudder.
requirement of the independent circuits of
stabilisation system and of controllability to be 5.3.8 Maximum working pressure means the
complied with. expected pressure in the system when steering gear
is operated to comply with 5.10.9.
5.3 Definitions
5.4 Installation
5.3.1 Steering gear control systems means the
equipment by which orders are transmitted from the 5.4.1 The steering gear is to be secured to the seating
navigating bridge to the steering gear power units. by fitted bolts, and suitable chocking arrangements
Steering gear control systems comprise transmitters, are to be provided. The seating is to be of substantial
receivers, hydraulic control pumps and their construction.
associated motors, motor controllers, piping and
cables. 5.5 Steering gear compartment
5.3.2 Main steering gear means the machinery, 5.5.1 The steering gear compartment is to be :
rudder actuator(s), the steering gear power units, if
any and ancillary equipment and the means of a) Readily accessible and, as far as practicable
applying torque to the rudder stock (e.g tiller or separated from machinery spaces;
quadrant) necessary for effecting movement and the
rudder for the purpose of steering the ship under b) Provided with suitable arrangements to ensure
normal service conditions. working access to steering gear machinery and
controls. These arrangements are to include
5.3.3 Steering gear power unit means: handrails and gratings or other non-slip surfaces
to ensure suitable working conditions in the
a) In the case of electric steering gear, an electric event of hydraulic fluid leakage.
motor and its associated electrical equipment;
b) In the case of electro-hydraulic steering gear, an 5.6 Plans and documents
electric motor and its associated electrical
equipment and connected pump; 5.6.1 Plans and documents of the steering gear
c) In the case of other hydraulic steering gear, a system to be submitted are as follows:
driving engine and connected pump.
Plans
5.3.4 Auxiliary steering gear means the equipment
other than any part of the main steering gear a) General arrangements of the main and auxiliary
necessary to steer the ship in the event of failure of steering gears, and of the steering gear
the main steering gear but not including the tiller, compartment.
quadrant or components serving the same purpose.

Chapter 8
b) Assembly of upper rudder stock, tiller, tie rod, for the Construction and Classification of Steel
rudder actuators, etc. as applicable. Ships. In general, such material is not to have an
elongation of less than 12 per cent nor a tensile
c) Construction details of all torque transmitting strength in excess of 650 [N/mm2]. The use of
components of steering gear such as tiller, tiller ductile (nodular) iron castings will be acceptable
pin, tiller/rudder stock interference fit provided the material has an elongation of not less
mechanism, tie rod, rudder actuator, etc. than 12 per cent.
including bill of materials, welding procedures,
non-destructive testing, as applicable. 5.8 Rudder, rudder stock, vanes, tiller and
quadrant
d) Schematic hydraulic piping diagram,
incorporating hydraulic logic diagram and 5.8.1 Details and scantlings of rudder and rudder
including bill of materials, typical pipe to pipe stock are to be as per Section 4 above.
joint details, pipe to valve joint details, pipe to
equipment joint details, pressure rating of 5.8.2 Details and scantlings of vanes, tiller and
valves and pipe fittings and pressure relief valve quadrants are to be as per Part 4, Chapter 6 of the
settings. Rules and Regulations for the Construction and
Classification of Steel Ships.
e) Steering gear control system, incorporating
schematic electrical control logic diagram, 5.9 Mechanical steering gear
instrumentation, alarm devices, etc. including
bill of materials. 5.9.1 Steel-wire rope, chain and other mechanical
systems, when these are used for rudder stock
f) Electrical power supply to power units to diameters of 120 [mm] and less but excluding
steering gear control, including schematic allowance for strengthening in ice, will be specially
diagram of motor controlled feeder cables, considered. In general the breaking strength of
feeder cable electrical protection. rods/chains etc. is not to be less than :
Documents Qr
Breaking strength = 6 [N ]
Rated torque of main steering gear. R
Calculations of torque-transmitting components
Where,
such as tiller, tie rod, rudder actuator, etc.
R = the distance [m] from the point of application of
5.7 Materials
the effort on the tiller to the centre of rudder stock.
5.7.1 All the steering gear components and the
Qr = rudder torque [N-m], calculated as per Part 3,
rudder stock are to be of sound and reliable
chapter 14, Section 3.2 of the Rules and
construction to the Surveyor's satisfaction.
of Steel Ships.
5.7.2 All components transmitting mechanical forces
to the rudder stock are to be tested according to the
5.9.2 Sheaves : Sheaves are to be of ample size and
requirements of Part 2 of the Rules and Regulations
so placed as to provide a fair lead to the quadrant
for the Construction and Classification of Steel
and avoid acute angles. Parts subjected to shock are
Ships.
not to be of cast iron. Guards are to be placed around
the sheaves to protect against injury. For sheaves
5.7.3 Ram; cylinders; pressure housing of rotary
intended to use with ropes, the radius of the grooves
vane type actuators; hydraulic power piping; valves;
is to be equal to that of the rope plus 0.8 mm
flanges and fittings; and all steering gear
(1/32in) and the sheave diameter is to be determined
components transmitting mechanical forces to the
on the basis of wire rope flexibility. For 5 x 37 wire
rudder stock (such as tillers, quadrants, or similar
rope, the sheave diameter are to be not less than 18
components) are to be of steel or other approved
times that of the rope. For wire ropes of lesser
ductile material, duly tested in accordance with the
flexibility, the sheave diameter is to be increased
requirements of Part 2 of the Rules and Regulations

Page 5 of 11
accordingly. Sheave diameters for chain are to be forward or astern, should become operative
not less than 30 times the chain diameter. automatically and respond correctly within 5s of
power or other failure. Back-up electrical systems
5.9.3 Buffers : Steering gears other than hydraulic may be required for the starting-up time of an
type are to be designed with suitable buffer auxiliary diesel or an emergency diesel generator.
arrangement to relieve the gear from shocks to the
rudder. 5.10.8 Directional control devices involving variable
geometry of the craft or its lift system components
5.10 Performance should, so far as is practicable, be so constructed
that any failure of the drive linkage or actuating
5.10.1 The probability of total failure of all system will not significantly hazard the craft.
directional control systems should be extremely
remote when the craft is cruising normally, i.e. 5.10.9 The main steering gear and rudder stock are
excluding emergency situations such as grounding, to be :
collision or a major fire.
a) Capable of putting the rudder over from 35o on
Note : Guidance to probability levels is given in one side to 35o on the other side with the ship at its
Annexure 6. deepest seagoing draught and running ahead at
maximum ahead service speed and under the same
5.10.2 A design incorporating a power drive or an conditions, from 35o on either side to 30o on the
actuation system employing powered components other side in not more than 28 seconds;
for normal directional controls should provide a
secondary means of actuating the device unless an b) So designed that they will not be damaged at
alternative system is provided. maximum astern speed; however, this design
requirement need not be proved by trials at
5.10.3 Unless the main steering gear comprises two maximum astern speed and maximum rudder angle.
or more identical power units as in 5.10.11, every
ship is to be provided with a main steering gear and 5.10.10 The auxiliary steering gear is to be :
an auxiliary steering gear in accordance with the
requirements of the Rules. The main steering gear a) Of adequate strength and capable of steering the
and the auxiliary steering gear are to be so arranged ship at navigable speed and of being brought
that the failure of one of them will not render the speedily into action in an emergency:
other one inoperative.
b) Capable of putting the rudder over from 15 on
5.10.4 A secondary means of actuating the device is one side to 15 on the other side in not more than 60
to be power-operated if the effective torque to be seconds with the ship at its deepest seagoing ahead
applied to the directional control device by the service speed or 7 knots, whichever is the greater.
secondary means exceeds 40 kNm.
5.10.11 Where the main steering gear comprises two
5.10.5 The directional control systems should be or more identical power units, an auxiliary steering
constructed so that a single failure in one drive or gear need not be fitted, provided that :
system, as appropriate, will not render any other one
inoperable or unable to bring the craft to a safe a) The main steering gear is capable of operating the
situation. The Administration may allow a short rudder as required by 5.10.9 while any one of the
period of time to permit the connection of a power units is out of operation;
secondary control device when the design of the
craft is such that such delay will not, in their b) The main steering gear is arranged so that after a
opinion, hazard the craft. single failure in its piping system or in one of the
power units the defect can be isolated so that
5.10.6 A failure mode and effect analysis should steering capability is regained.
include the directional control system.
5.10.12 Main and auxiliary steering gear power units
5.10.7 If necessary to bring the craft to a safe are to be:
condition, power drives for directional control
devices, including those required to direct thrust

Chapter 8
a) Arranged to re-start automatically when power is 5.12 Rudder actuators

restored after a power failure;
5.12.1 Construction and design
b) Capable of being brought into operation from a
position on the navigating bridge. In the event of a Details of construction and design of rudder
power failure to any one of the steering gear power actuators are to be as per Part 4, Chapter 6, Section 3
units, an audible and visual alarm is to be given on of the Rules and Regulations for the Construction
the navigating bridge; and Classification of Steel Ships.
c) Arranged so that transfer between units can be 5.13 Demonstrations

readily effected.
5.13.1 The limits of safe use of any of the control
5.10.13 Where the steering gear is so arranged that system devices should be based on demonstrations
more than one power system can be simultaneously and verification process in accordance with Chapter
operated, the risk of hydraulic locking caused by a 15, Annexure 6.
single failure is to be considered.
5.13.2 Demonstration in accordance with Annexure
5.10.14 A means of two way communication is to be 6 is to determine any adverse effects upon safe
provided between the navigating bridge and the operation of the craft in the event of an
steering gear compartment and all other location uncontrollable total deflection of any one control
where steering can be effected. device. Any limitation on the operation of the craft
as may be necessary to ensure that the redundancy
5.10.15 Steering gear, other than of the hydraulic or safeguards in the systems provide equivalent
type, will be accepted provided the standards are safety should be included in the craft operating
considered equivalent to the requirements of this manual.
Section.
5.14 Control position
5.10.16 Manually operated gears are only acceptable
when the operation does not require an effort 5.14.1 All directional control systems are normally
exceeding 16 [kgf] under normal conditions and at to be operated from the crafts operating station.
least 3 degrees of rudder rotation is obtained per turn
of the hand wheel. 5.14.2 If directional control systems can also be
operated from other positions, then two way
5.10.17 Steering devices are to be able to be locked communication should be arranged between the
in any required position for maintenance purposes. operating station and those other positions.
5.10.18 The pipes of hydraulically operated control 5.14.3 Adequate indications are to be provided at the
systems are to be installed in such a way as to ensure operating station and these other positions to provide
maximum protection and readily accessible. They the person controlling the craft with verification of
are to be installed at a sufficient distance from the the correct response of the directional control device
craft shell. to this demand, and also to indicate any abnormal
responses or malfunction. The indications of
5.11 Rudder angle limiters steering response or rudder angle indicator are to be
independent of the system for directional control.
5.11.1 Power-operated steering gears are to be The logic of such feedback and indications should
provided with positive arrangements, such as limit be consistent with the other alarms and indications
switches, for stopping the gear before the rudder so that in an emergency operators are unlikely to be
stops are reached. These arrangements are to be confused.
synchronized with the gear itself and not with the
steering gear control.

Page 7 of 11
5.15 Steering gear control system requirement of 5.15.2a). However, this does not
require duplication of steering lever or other
5.15.1 Locations of control steering apparatus on the navigating bridge.
a) The main steering gear is to be provided with c) If the main steering gear consists of a single
control both from the navigating bridge and power unit and the auxiliary steering gear is not
from within the steering compartment. power operated, only one control system for the
However, if the power unit is located in a space main steering gear need be provided.
other than the steering compartment, the control
is to be provided in that space instead of the 5.15.3 Control system power supply
steering compartment. For purpose of
controlling from the steering gear compartment Electrical power for steering gear control system is
(or the space containing the power unit), a to be derived from the motor controller of the power
means is to be provided in the steering unit it is controlling, or from the main switchboard
compartment (or the space containing the power at a point adjacent to the supply to the power unit.
unit) to disconnect any control system from the
navigating bridge. 5.15.4 Instrumentation and alarms
b) The auxiliary steering gear is to be operable The following instruments and alarms are to be
from a space in which the operation of the provided. The audible and visual alarms are to have
auxiliary steering gear can be effectively carried provisions for testing.
out, or from within the steering compartment.
However, if power operated, it is to be provided a) Rudder position indicator : The angular position
with control from the navigation bridge also. of the rudder is to be indicated on the navigating
bridge and all other locations where steering can
c) Where duplicate (or more) power units are be effected, such as the steering gear
provided and an auxiliary steering gear is not compartment, the space where the power units
fitted, two independent systems of control are to are located and the space where auxiliary
be provided. Each of these systems is to meet steering gear is to be operated, as applicable.
the requirements of the control system of the The rudder angle indication is to be independent
main steering gear. Where the control system of the steering gear control system.
consists of a hydraulic telemotor, a second
independent system need not be fitted. b) Autopilot : Where autopilot is fitted, a visual
and audible alarm is to be provided on the
d) If steering gear is operated by manual means navigating bridge to indicate its failure.
only, such as by means of a steering wheel
through a mechanical or a non-power operated c) Motor alarm : A visual and audible alarm is to
hydraulic system, only the requirements of be given on the navigating bridge and the
5.10.14 and 5.15.4a) are applicable. engine room control station to indicate an
overload condition of the steering gear power
5.15.2 Control system segregation unit motor. Where three phase electrical power
is used a visual audible alarm is to be installed
a) Control systems of the main and the auxiliary which indicates failure of any one of the supply
steering gears are to be independent of each phases. The operation of these alarms is not to
other in all respects. The control wires are to be interrupt the circuit.
separated as far as practicable throughout their
length. Where found necessary, the wiring of d) Motor running indicators : Indicators for
the two systems may share the same terminal running indication of motors are to be installed
box, provided a safety barrier is fitted in the box on the navigating bridge and the engine room
to segregate the wiring. control station.
b) If the main steering gear consists of duplicated e) Power failure : A visual and audible alarm is to
(or more) power units and an auxiliary steering be given on the navigating bridge and engine
is not fitted, the two independent means of room control station to indicate a power failure
control are to comply with the segregation to any one of the steering gear power units.

Chapter 8
f) Control power failure : A visual and audible the relief valve setting, including a check of the
alarm is to be given on the navigating bridge relief valve operation.
and engine room control station to indicate an
electrical power failure in any steering gear 5.17.2 Trials
control circuit or remote control circuit.
The steering gear is to be tried out on the trial trip in
In addition, hydraulic power operated steering order to demonstrate to the Surveyors satisfaction
gear is to be provided with the following: that the requirements of the Rules have been met.
The trial is to include the operation of the following:
g) Low oil-level alarm : A visual and audible a) The main steering gear, including demonstration
alarm is to be given on the navigating bridge of the performance requirements of 5.10.9 or
and engine room control station to indicate a with the rudder fully submerged. Where full
low oil level in any power unit reservoir. rudder submergence cannot be obtained in
ballast conditions, special consideration may be
h) Hydraulic lock : Where the arrangement is such given to specified trials with less than full
that a single failure may cause hydraulic lock rudder submergence.
and loss of steering, an audible and visual alarm
which identifies the failed system or component Trials are to be carried out with the craft
is to be provided on the navigating bridge. The running ahead at maximum continuous rated
alarm is to be activated upon steering gear shaft RPM. For controllable pitch propeller, the
failure if: propeller pitch is to be at the maximum design
pitch approved for the maximum continuous
Position of the variable displacement pump ahead RPM.
control system does not correspond to the
given order, or b) The auxiliary steering gear, if required,
Incorrect position of 3-way full flow valve including demonstration to the performance
or similar in constant delivery pump system requirements of 5.10.10b) and transfer between
is detected. main and auxiliary steering gear.
5.16 Electrical power supply c) The power units, including transfer between
power units.
Electrical power circuits are to meet the
requirements of Chapter 13. d) The emergency power supply required by
steering gear for rudder stock over 230 [mm] in
5.17 Testing and trials way of tiller.
5.17.1 Testing of piping system e) The steering gear controls, including transfer of
control and local control.
The following tests are to be performed in the
presence of the Surveyor. f) The means of communications as required by
5.10.14.
a) Shop tests : After fabrication, each component
of the steering gear piping system, including the g) The alarms and indicators required by 5.15.4
power units, hydraulic cylinders and piping is to (test may be done at dockside).
be hydro-statically tested at the plant of
manufacture to 1.5 times the relief valve setting, h) The storage and recharging system (test may be
except that for steering gear cylinders of done at dockside).
nodular iron, the test pressure is to be at least 2
times the relief valve setting. i) The isolating of one power actuating system and
checking for regaining steering capability if
b) Installation Tests : After installation in the craft, applicable (test may be done at dockside).
the complete piping system, including power
units, hydraulic cylinders and piping is to be
subjected to a hydrostatic test equal to 1.1 times

Page 9 of 11
j) Where steering gear is designed to avoid 5.18.3.2 Crafts of less than 150 GT need not be
hydraulic locking, this feature is to be provided with two exclusive electrical circuits for
demonstrated. steering gear as required in Chapter 13, 14.1.2.
5.18 Requirements for non-passenger crafts with 5.18.4 Electrical equipment

LC or HSLC notation
5.18.4.1 Consideration will be given to the electrical
5.18.1 Introduction control equipment of simple steering systems, craft
of less than 150 GT.
5.18.1.1 In craft with Rule rudder stock dia of 120
mm and above the main steering gear is to be power Table 5.18.3
operated.
Item Alarm Note
5.18.1.2 Where manual power wheel steering is Angular position - Indication
fitted an alternative means of steering which may be of the steering
a hand tiller is to be readily available and the mechanism
performance of both systems are to be in accordance Steering power Failure -
with 5.10. units, power
Steering motors Overload Also running
5.18.2 Design and performance single phase indication on
bridge
5.18.2.1 For design and performance requirements Control system Failure -
refer to Part 4, Chapter 6 of Rules and Regulations power
for the Construction and Classification of Steel Steering gear Low
Ships. For mechanical steering gear, the hydraulic oil tank
requirements given in 5.9 would apply. level
Auto pilot Failure Running
5.18.3 Control and monitoring indication
Hydraulic oil High Where oil
5.18.3.1 The alarms and safeguards craft of less than temperature cooler is fitted
150 GT are to be adequate for the type of steering
system employed. See Table 5.18.3.
Section 6
Waterjet Installations
6.1 Waterjet propulsion systems Construction a) method of attachment of unit to hull including
welding and weld metal details if applicable
6.1.1 Scantlings of various structural items b) Sealing arrangement of shaft
satisfying the local strength requirements of water c) Details of shafting support or guide vanes used
jet propulsion units are to be determined in in the system.
accordance with the general principles given in the d) Details of all ports/openings including its
section, irrespective of rated power. sealing and reinforcements
e) Details of protection gratings and their
6.1.2 Water jet ducts may be an integral part of the attachments
hull, or as a bolted on unit. In either case, detailed
plans indicting dimensions, scantlings and materials 6.1.3 Details of all loads and their positions of
of construction of the water jet unit are to be application in the hull due to jet system are to be
submitted for approval, including the following forwarded. These are to include maximum applied
details: thrust, moments and tunnel pressures.

Chapter 8
6.1.4 Detailed calculations for the strength of the plus 2 [mm]. Bottom of all blind taps are to be free
supporting structure is to be submitted for approval. of sharp corners.
In no case are the scantlings to be taken as less than
the rule requirements for the surrounding hull 6.2.6 Use of approved alignment resins may be
structure. The structure is to be adequately considered, where accurate seating and laying
reinforced and compensated as necessary. All surfaces are required. Details are to be submitted for
opening are to be suitably reinforced and have consideration alongwith tightening torque and
radiused corners. bearing loads.
6.1.5 Inlet to the tunnel is to be provided with 6.2.7 Where complex installations are proposed, an
efficiently designed grating to prevent the ingress of approved FE model analysis results are to be
large objects into the machinery. System is to have submitted in lieu of calculations from the first
provision for clearing any clog/flow restricting principle.
matter, inside the tunnel.
6.3 Design loads
6.1.6 Water jet unit(s) having a total rated power
more than 500 [kW] are to be contained within their 6.3.1 Maximum load due to the installation(s)
own watertight compartment. Other arrangements including the following loads are normally to be
for maintaining watertight integrity would be considered:
specially considered depending on the size and
installation layout. Crash stop
Maximum reversing load, from 10 kn
6.1.7 For details of machinery requirements, see Forward speed
Chapter 12. Maximum steering load
Waterjet unit weight with dynamic load factors
6.2 Waterjet systems Installation as per the rules i.e. unit acting as a cantilever
during vessel pitching
6.2.1 All units are to be installed in accordance with High cycle loads from impeller pulses, if
the manufacturers instructions. Integral jet ducts to available from the system manufacturer.
be constructed in accordance with the
manufacturers requirements and as per relevant Design forces/moments and information regarding
approved plans required by Section 6.1.2. weights are to be specified by the manufacturer of
the waterjet.
6.2.2 Where the load is transmitted to the transom
and/or bottom shell, the thickness of plating in way 6.4 Allowable stresses
is to be increased by 50 percent over calculated rule
thickness; however, increase in thickness is not to be 6.4.1 The maximum allowable stresses for the duct
less than 8 [mm]. Such reinforcement is to extend and hull supporting structures are as follows:
beyond the adjacent main supporting stiffeners.
Normal stress : = 110/k [N/mm2]
6.2.3 For bolted in units, hull receiving rings are
Shear stress : = 50/k [N/mm2]
to be of a material compatible with the hull. All
welding details are to be to the satisfaction of the
Where,
attending Surveyors.
k for steel is to be as per Chapter 3, Section 2
6.2.4 Bolt sizes and spacings are to be finalized in
consultation with the system manufacturer and are to
k for aluminium is to be as per Chapter 3, Section 3,
be of suitable marine grade, insulated as appropriate
and
and locked by suitable means.
For FRP structure, maximum allowable stresses for
6.2.5 Where studs are proposed, the remaining
the duct and hull supporting structures are as
thickness of plating below the depth of blind tap is
follows:
to be not less than the rule plating thickness in way

Page 11 of 11
Normal stress : = 0.2 u [N/mm2] 6.4.2 For the steering, reversing and cantilever
bending, the maximum allowable stresses are to be
Shear stress : = 0.2 u [N/mm2] based on fatigue life considerations.
where, The number cycles for each load case is to be based

on the expected operational time during 20 years
u = ultimate tensile strength of the plate laminate lifetime of the craft and normally not to be taken less
[N/mm2] than:
u = ultimate shear strength of the plate laminate 105 cycles for reversing loads
[N/mm2]. 106 cycles for steering loads, and
107 cycles for pitching loads.
End Of Chapter

Page 1 of 6
Chapter 9
Anchoring and Mooring Equipment
Contents
Section
1 General
2 Structural Arrangements for Anchoring Equipment
3 Equipment Specification
4 Anchors
5 Anchor Chain Cables
6 Towlines and Mooring Lines
7 Windlass and Chain Stoppers
Section 1
General
1.1 Introduction 1.1.4 Attention is drawn to any relevant

requirements of the National Authorities of the
1.1.1 To entitle a craft to the letter L in its country in which the ship is to be registered.
character of classification, anchoring, mooring and
towing equipment is to be provided in accordance 1.2 Documentation
with the requirements of this Chapter.
1.2.1 The arrangement of anchoring, mooring and
1.1.2 Except in case of crafts assigned class notation towing equipment and the Equipment Number
HSC, towing arrangements are not subject of calculations are to be submitted for information.
classification. Also see 6.4, Towing Arrangements.
1.2.2 Following details of the proposed equipment
1.1.3 The anchoring equipment specified in this are to be submitted for approval :
Chapter is intended for temporary occasional
anchoring of a craft within a harbour or a sheltered a) Number, weight, type and design of anchors.
area when the craft is awaiting berth, tide etc. and it
is not intended to hold the craft off fully exposed b) Length, diameter, grade and type of chain
coasts in rough weather or to stop a craft which is cables or ropes used in lieu of the chain cables.
moving or drifting. Where it is intended to be used
for frequent anchoring in open seas or in service c) Type and breaking load of steel and fibre ropes
areas subjected to particularly rough weather, used as mooring line or towline.
equipment in excess of that specified in Table 3.2.1,
generally atleast two anchors and the associated d) Towing arrangements, when applicable.
chain cables, would be required.

Chapter 9
Page 2 of 6 Anchoring and Mooring Equipment
Section 2
Structural Arrangements for Anchoring Equipment
2.1 General
2.1.4 The chain locker is to have adequate capacity
2.1.1 The anchors are normally to be housed in and depth to provide an easy direct lead for the cable
hawse pipes and anchor pockets of adequate size, into the chain pipes, when the cable is fully stowed.
scantlings and suitable form to prevent movement of The chain pipes are to be of suitable size and
anchor and chain due to wave action. Other suitable provided with chafing lips. The port and starboard
arrangements for housing of anchors may be cables are to have separate spaces. Provisions are to
considered. be made to minimize the ingress of water to the
chain locker in bad weather. The chain lockers fitted
The arrangements are to provide an easy lead of abaft of the collision bulkhead are to be watertight
chain cable from windlass to the anchors. Upon and the space is to be efficiently drained.
release of the brake, the anchors are to immediately
start falling by their own weight. Substantial Provisions are to be made for securing the inboard
chafing lips are to be provided at shell and deck. ends of the chains to the structure. The strength of
These are to have sufficiently large and radiused this attachment should be between 15 per cent to 30
faces to minimise the probability of cable links per cent of the breaking strength of the chain cable.
being subjected to large bending stresses. It is recommended that suitable arrangements be
Alternatively, roller farileads of suitable design may provided so that in an emergency the chain can be
be fitted. readily made to slip from an accessible position
outside the chain locker.
2.1.2 The shell plating and framing in way of the
hawse pipes are to be reinforced as necessary. 2.1.5 The windlass and chain stoppers are to be
efficiently bedded and secured to deck. The
2.1.3 On ships provided with a bulbous bow or a thickness of deck plating is to be increased in way of
wave piercing bow and where it is not possible to the windlass and chain stoppers and adequate
obtain ample clearance between shell plating and stiffening underneath is to be provided.
anchors during anchor handling, adequate local
reinforcements are to be provided in areas likely to
be damaged by anchors or chain cables.
Section 3
Equipment Specification
3.1 The equipment number, EN, on which the a = distance [m] from design waterline amidships to
requirements of equipment are based is to be the upper deck at side
calculated as follows : -
At = The cross sectional area, in m2 of the tunnels in
EN = K.ENc case of multihull crafts, above the design waterline.
Where, hi = height [m] on the centreline of each tier of

houses having a breadth greater than B/4.
EN c = ( i )
2/3
[
+ 2 ( B.a At ) + bi hi ] + 0.1A For lowest tier, hi is to be measured at centre line
from upper deck, or from a notional deck line where
i = moulded displacement [t] of the ith hull, there is a local discontinuity in the upper deck.
corresponding to the design water line. For
monohull crafts i = 1 and i = .

Page 3 of 6
bi = the breadth, [m] of the widest superstructure or K is a factor depending upon the service restriction
deckhouse of each tier having breadth greater than notation as given below :
B/4.
Service Restriction Notation K
A = area [m2] in profile view of the hull, RS 0 1.0
superstructures and houses above the design RS 1 0.9
waterline, which is within the Rule length of the RS 2 0.8
craft. Houses of breadth less than B/4 are to be RS 3 0.65
disregarded.
3.2 Equipment
In the calculation of hi and A, sheer and trim are to
be ignored. 3.2.1 The anchoring and mooring equipment is to be
in accordance with the requirements given in Table
Parts of windscreens or bulwarks which are more 3.2.1 using EN as calculated in 3.1. However, the
than 1.5 [m] in height are to be regarded as parts of towline particulars given for guidance are to be
houses when determining hi and A. obtained using ENc; i.e. without application of the
factor K.
Table 3.2.1 : Anchoring, mooring and towing equipment

HHP Towline
Stud-link chain cable Mooring lines
anchor (Recommendation)
Length
Diameter and Grade Steel or fibre ropes
[m]
EN
Mass Min. Min.
Min. Length
[kg] CC1 CC2 CC3 breaking breaking
length No of each
[mm] [mm] [mm] strength strength
[m] [m]
[kN] [kN]
<5 10 55 90 20 50 14
5 - 10 14 55 90 24 50 17
10 15 23 60 90 27 50 20
15 20 32 65 90 34 50 24
20 25 40 70 See 5.1.1 for the 110 39 50 27
25 30 48 75 required size 110 44 50 27
30 35 56 80 110 49 50 27
35 40 64 85 135 54 50 29
40 45 71 90 135 59 60 29
45 50 79 95 135 64 60 29
50 60 90 100 11 - - 180 71 60 34
60 70 105 105 12.5 11 - 180 71 2 80 34
70 80 120 110 14 12.5 - 180 82 100 37
80 90 135 110 14 12.5 - 180 82 100 37
90 100 157 110 16 14 - 180 93 110 39
100 110 180 110 16 14 - 180 93 110 44
110 120 202 110 17.5 16 - 180 104 110 44
120 130 225 137.5 17.5 16 - 180 104 110 49
130 140 255 137.5 19 17.5 - 180 115 120 49
140 150 292 137.5 20.5 17.5 - 180 115 120 49
150 175 360 137.5 22 19 - 180 128 120 54
175 205 427 137.5 24 20.5 - 180 143 120 59
205 240 495 165 26 22 20.5 180 161 120 64
240 280 585 165 28 24 22 180 182 120 69
280 320 675 165 30 26 24 180 201 140 74
320 360 765 192.5 32 28 24 180 226 140 78
3
360 400 855 192.5 34 30 26 180 248 140 88
400 450 1080 192.5 36 32 28 180 273 140 98
450 500 967 192.5 38 34 30 180 301 140 108
500 550 1192 220 40 34 30 180 329 160 123
550 600 1305 220 42 36 32 180 356 160 132
4
600 - 660 1440 220 44 38 34 180 387 160 147
660 - 720 1575 220 46 40 36 180 420 160 157

Chapter 9
Section 4
Anchors
4.1 General
4.1.6 Anchor shackles are to be of a design and
4.1.1 Anchors are to be of an approved design. material suitable to the service for which the anchor
is intended.
4.1.2 The anchor mass given in Table 3.2.1 is based
on the use of H.H.P (high holding power) type 4.2 HHP (SHHP) anchors
anchors.
4.2.1 Designs of HHP and SHHP anchors are to be
4.1.3 When ordinary holding power anchors are approved for the designation in accordance with Part
used as bower anchors, the tabular mass is to be 3, Chapter 15 of the Rules for the Construction and
increased by 33%. Classification of Steel Ships.
4.1.4 When anchors of a design approved for the 4.3 Manufacture and testing
designation SHHP (Super High Hold Power) are
used as bower anchors the tabular mass may be 4.3.1 Anchors and anchor shackles are to be
reduced by 33%. manufactured and tested in accordance with the
requirements of Part 2, Chapter 10 of the Rules for
4.1.5 The actual mass of each anchor may vary by the Construction and Classification of Steel Ships.
+7% to 3% per cent of the tabular mass.
Section 5
Anchor Chain Cables
5.1 General
- by steel wire ropes when EN 500
5.1.1 Anchor chain cables are to be as required by - by polyamide or other synthetic fibre ropes
Table 3.2.1. For EN < 50, the required size of the excluding polypropylene, when EN 100.
chain cables and ropes used in lieu of the chain cable
are to be such that the breaking strength [kN] is not In both cases, a length of chain not less than the
less than 0.565 times the HHP anchor weight [kg]. distance between the anchor in stowed position and
the windlass, is to be fitted between the anchor and
5.1.2 Short link chain cable may be accepted the wire rope.
provided that the breaking load is not less than that
of the required stud link chain cable. 5.2 Manufacture and testing
5.1.3 Grade CC1 chain cable having material tensile 5.2.1 Chain cables, steel wire ropes and shackles are
strength of less than 400 [N/mm2] is not to be used to be manufactured and tested in accordance with
in association with HHP or SHHP anchors. Grade the requirements of Part 2, Chapter 10 of the Rules
CC3 chain cable is to be used only when diameter is for the Construction and Classification of Steel
20.5 [mm] or more. Ships.
5.1.4 In case of crafts assigned class notations RS1,

RS2 or RS3, the chain cable may be replaced by
ropes of equal breaking strength as follows:

Page 5 of 6
Section 6
Towlines and Mooring Lines
6.1 General
6.3.3 The strength of the mooring fittings, their
6.1.1 Towlines and mooring lines may be of steel attachment to the hull structure and under-deck
wire, natural fibre or synthetic fibre and are to be supporting structure are to comply with the
made by an approved manufacturer. requirements of Pt.3, Ch.15, Sec.6 of Rules and
6.1.2 The number, length and breaking strength of of Steel Ships. The breaking strength of the
towlines and mooring lines are to be as required by mooring ropes are to be based on Table 3.2.1 of this
Table 3.2.1. chapter.
6.1.3 The lengths of individual mooring lines may 6.4 Towing arrangements
be reduced by upto 7 percent of the tabular length,
provided that the total length of mooring lines is not 6.4.1 Crafts for which HSC code is applicable i.e.
less than would have resulted had all lines been of which are to be assigned the class notation HSC, are
equal tabular length. to be provided with adequate towing arrangements
to enable them to be towed in the worst intended
6.2 Manufacture and testing environmental condition. It is recommended that
other crafts are also provided with arrangements for
6.2.1 Steel wire ropes are to be manufactured and towing, as far as practicable.
tested in accordance with the requirements of Part 2.
6.4.2 Where towage arrangement envisages
6.2.2 Fibre ropes will be specially considered in attachments to the craft at more than one point, a
each case. suitable bridle is to be provided.
6.3 Mooring arrangement 6.4.3 Towlines specified in Table 3.2.1 are for
guidance only. For crafts which are assigned class
6.3.1 Means are to be provided to enable mooring notation HSC, calculations for the required tow rope
lines to be adequately secured on board a ship. pull are to be submitted alongwith the design
bollards, cleats, etc. are to be so designed and assumptions. The maximum permissible speed at
installed as to protect ropes against excessive wear. which the craft may be towed is to be included in the
Attention is drawn to relevant national standards and operating manual.
adequate stiffening in way of these fittings.
6.4.4 The towing arrangements should be such that
6.3.2 Mooring winches should be fitted with drum damage to the towline or the bridle from abrasion is
brakes, the strength of which is sufficient to prevent minimised.
unreeling of the mooring line when the rope tension
is equal to 80 percent of the braking strength of the
rope as fitted on the first layer on the winch drum.

Chapter 9
Section 7
Windlass and Chain Stoppers
7.1 General
7.1.6 The capacity of the windlass brake is to be
7.1.1 Windlass of sufficient power and suitable for sufficient for safe stopping of anchor and chain
the size of chain cable is to be fitted. Where ropes cable when paying out.
are proposed and approved in lieu of chain cables,
suitable winches capable of controlling the rope at The windlass with brakes engaged and release
all times are to be fitted. coupling disengaged is to be able to withstand static
pull of 45 percent of the tabular breaking strength of
7.1.2 Windlass is to have one cable lifter for each the chain without any permanent deformation of the
anchor required to be kept ready for use. The cable stressed parts and without brake slip.
lifter is normally to be connected to the driving shaft
by release coupling and provided with brake. If a chain stopper is not fitted, the windlass is to be
able to withstand a static pull of 80 percent of the
7.1.3 For each chain cable, a chain stopper is tabular breaking strength of the chain without any
normally to be arranged between the windlass and permanent deformation of the stressed parts and
hawse pipe. The chain cables are to reach the hawse without brake slip.
pipe through the cable lifter only.
The chain stoppers and their attachments are to
7.1.4 Electrically driven windlasses are to have a withstand a pull of 80 percent of the tabular
torque limiting device. Electric motors are to comply breaking strength of the chain without any
with the requirements of Part 4, Chapter 8 of the permanent deformation of the stressed parts. The
Rules for the Construction and Classification of chain stoppers are to be so designed that additional
Steel Ships. bending of the individual link does not occur and the
links are evenly supported.
7.1.5 The windlass is to be capable of exerting, for a
period of 30 minutes, a continuous duty pull 7.1.7 Attention is to be paid to stress concentrations
corresponding to the grade of chain cable, as in keyways and other stress raisers and also to
follows: dynamic effects due to sudden starting or stopping
of the prime mover or anchor chain.
36.8 dc2 [N] For Grade CC1
41.7 dc2 [N] For Grade CC2 7.2 Testing
46.6 dc2 [N] For Grade CC3
7.2.1 After installation on board, anchoring tests are
Where dc is the chain diameter [mm]. The mean to be carried out to demonstrate satisfactory
hoisting speed is not to be less than 9 [m]/min. Also working.
See Section 7.2.1.
The mean speed of the chain cable measured during
The windlass is to be also capable of exerting, for a trials, when hoisting the anchor and cable from a
period of not less than 2 minutes, a pull of not less depth of 82.5 [m] to a depth of 27.5 [m] is not to be
than 1.5 times the continuous duty pull. The speed in less than 9 [m/min]. Where the depth of water in
this period can be lower. trial areas is inadequate or the anchor cable is less
than 82.5 m in length, consideration will be given to
The above criteria do not require both anchors acceptance of equivalent simulated conditions.
(where provided) to be raised or lowered
simultaneously on windlass fitted with two cable
lifters.
End Of Chapter

Page 1 of 41
Chapter 10
Fire Safety
Contents
Section
1 General
2 General Requirements for Vessels with Class Notation HSC
2.1 Application
2.2 Documentation
2.4 Definitions
2.5 Classification of space use
2.6 Structural fire protection
2.7 Fuel and other flammable fluid tanks and systems
2.8 Ventilation
2.9 Fire detection and extinguishing systems
2.10 Protection of special category and ro-ro spaces
2.11 Miscellaneous
2.12 Firemans outfits
3 Special Requirements for Passenger Craft
4 Special Requirements for Cargo Craft
5 Requirements for Craft and Cargo Spaces Intended for the Carriage of Dangerous Goods
6 Small Craft with Class Notation LC or HSLC
6.1 General requirements/Application
6.2 Submission of plans and information
6.3 Definitions
6.4 Fire pumps and fire main system
6.5 Fire extinguishers
6.6 Fire extinguishing arrangements in machinery spaces
6.7 Special requirements in machinery spaces
6.8 Arrangement of oil fuel, lubricating oil and other flammable oils
6.10 Miscellaneous items
6.11 Fire safety measures for the craft

Chapter 10
Page 2 of 41 Fire Safety
Section 1
General
1.1 Application 1.1.3 All other crafts with LC or HSLC notation

i.e. non-HSC, non-passenger craft of 500 tons GT
1.1.1 The requirements of Sections 2, 3, 4 and 5 and above and non-HSC passenger craft are to meet
applies to crafts having HSC notation. the requirements given in Part 6 of the Rules and
1.1.2 All non-HSC, non-passenger crafts of less than of Steel Ships, in general. It may be noted that as
500 GT having LC or HSLC notation are to meet these crafts, having LC or HSLC notation, do not
the requirements of Section 6. follow the design philosophy of the HSC code in
totality, requirements of HSC code are not applied.
Section 2
General Requirements for Vessels with Class Notation HSC
2.1 Application e) Copies of the certificates of approval by

National Authorities in respect of all fire
2.1.1 This section applies to crafts with notation divisions, non-combustible materials and
HSC materials having low flame-spread
characteristics, etc., which are to be used but
2.2 Documentation have not been approved by IRS.
2.2.1 The plans and particulars detailed in 2.2.2 to f) A plan showing the remote control for the fire
2.2.4 where applicable are to be submitted for doors, if applicable.
approval, together with all additional relevant
information such as gross tonnage and number of g) A plan showing the location and arrangement of
passengers. the emergency stop for the oil fuel unit pumps
and for closing the valves on the pipes from oil
2.2.2 For fire protection, the following plans and fuel tanks.
information are to be submitted:
2.2.3 For fire extinguishing, the following plans are
a) Plans showing the arrangements of the fire to be submitted:
subdivision, including doors and other means of
closing the openings in fire resisting divisions. a) A general arrangement plan showing the
disposition of all the fire fighting equipment
b) Ventilation plan showing the ducts and any including the fire main, the fixed fire
dampers in them and the position of the controls extinguishing systems in the cargo holds, on
for stopping the system. deck and in the machinery spaces; the
disposition of the portable and non-portable
c) A plan showing automatic fire detection extinguishers and the types used; and the
systems and manually operated call points, position and details of the firemens outfits;
including fire alarm systems.
b) A plan showing the layout and construction of
d) A plan showing the details of construction of the fire main, including the main and emergency
the fire protection bulkheads and decks and the fire pumps, isolating valves, pipe sizes and
particulars of any surface laminates employed. materials; and the cross connections to any
other system;

Page 3 of 41
c) A plan showing details of each fixed fire

fighting system, including calculations for the a) Where a fire is detected, the crew immediately
quantities of the media used and the proposed puts into action the fire fighting procedures,
rates of application. informs the base port of the accident and
prepares for the escape of passengers to
d) Constructional plans relevant to pressure vessels alternative safe area or compartment, or, if
or bottles serving fixed fire extinguishing necessary, for the evacuation of passengers;
systems mentioned under (c).
b) The use of fuel with a flashpoint below 43oC is
e) Plans of pumping and drainage means for the not recommended. However, fuel with a lower
water delivered by fixed water-spraying fire flashpoint, but not lower than 35oC, may be
extinguishing systems. used in gas turbines only subject to compliance
with the provisions specified in 2.7.7.
Further documentation may be required, if deemed
necessary by IRS. c) The repair and maintenance of the craft is
carried out in accordance with the requirements
2.2.4 Fire control plan as required by 2.11.1 of this of these Rules and chapter 18 and 19 of HSC
chapter is to be submitted. code.
2.3 General requirements d) Enclosed spaces having reduced lighting such as

cinemas, discotheques and similar spaces are
2.3.1 The following basic principles underlay the not permitted.
requirements in this chapter and are embodied
therein as appropriate, having regard to the category e) Passenger access to vehicle spaces and open ro-
of craft and the potential fire hazard involved: ro spaces is prohibited during the voyage except
when accompanied by a crew member
a) maintenance of the main functions and safety responsible for fire safety. Only authorized crew
systems of the craft, including propulsion and members are to be permitted to enter cargo
control, fire detection, alarms and extinguishing spaces at sea.
capability of unaffected spaces, after fire in any
one compartment on board; 2.4 Definitions
b) division of the public spaces for category B 2.4.1 Fire-resisting divisions are those divisions
craft, in such a way that the occupants of any formed by bulkheads and decks which comply with
compartment can escape to an alternative safe the following:
area or compartment in case of fire;
a) They are to be constructed of non-combustible
c) subdivision of the craft by fire resisting or fire-restricting materials which by insulation
boundaries; or inherent-fire-resisting properties satisfy the
requirements of b) to f) below.
d) restricted use of combustible materials and
materials generating smoke and toxic gases in a b) They are to be suitably stiffened.
fire;
c) They are to be so constructed as to be capable of
e) detection, containment and extinction of any preventing the passage of smoke and flame upto
fire in the space of origin; the end of the appropriate fire protection time.
f) protection of means of escape and access for d) Where required they are to maintain load-
fire fighting; and carrying capabilities upto the end of the
appropriate fire protection time.
g) immediate availability of fire-extinguishing
appliances. e) They are to have thermal properties such that
the average temperature on the unexposed side
2.3.2 The requirements in this chapter are based on will not rise more than 140oC above the original
the following conditions: temperature, nor will the temperature, at any

Chapter 10
one point, including any joint, rise more than

180oC above the original temperature during the Machinery spaces
appropriate fire protection time. Ro-ro spaces
Spaces containing dangerous goods
f) A test in accordance with the test procedures for Special category spaces
a prototype bulkhead and deck should be Store-rooms containing flammable liquids
required to ensure that it meets the above Galleys
requirements.
Sales shops having a deck area of 50 m2 or
greater and containing flammable liquids for
2.4.2 Fire-restricting materials are those materials
sale
which have properties complying with FTP Code.
Trunks in direct communication with the above
spaces.
2.4.3 Non-combustible material is material which
neither burns nor gives off flammable vapours in
b) Areas of moderate fire hazard referred to in
sufficient quantity for self-ignition when heated to
Table 2.5.1 and 2.5.2 by B, include the
approximately 750oC, this being determined in
following spaces:
accordance with the FTP Code.
Auxiliary machinery spaces as defined in
2.4.4 A standard fire test is one in which
Chapter 1, 2.2.5
specimens of the relevant bulkheads, decks or other
constructions are exposed in a test furnace by Bond stores containing packaged beverages
specified test method in accordance with the FTP with alcohol content not exceeding 24% by
Code. volume
Crew accommodations containing sleeping
2.4.5 Where the words steel or other equivalent berths
material occur, equivalent material means any Service spaces
non-combustible material which, by itself or due to Sales shops having a deck area of less than 50
insulation provided, has structural and integrity m2 containing a limited amount of flammable
properties equivalent to steel at the end of the liquids for sale and where no dedicated store is
applicable exposure to the standard fire test (e.g. provided separately
aluminium alloy with appropriate insulation). Sales shops having a deck area of 50 m2 or
greater not containing flammable liquids
2.4.6 Low flame-spread means that the surface Trunks in direct communication with the above
thus described will adequately restrict the spread of spaces.
flame, this being determined in accordance with the
FTP Code. c) Areas of minor fire hazards referred to in
Tables 2.5.1 and 2.5.2 by C, include the
2.4.7 Smoke-tight or capable of preventing the following spaces:
passage of smoke means that a division made of
non-combustible or fire-restricting materials is Auxiliary machinery spaces a defined in
capable of preventing the passage of smoke. Chapter 1, 2.2.4
Cargo spaces
2.4.8 FTP Code is International Code for Fuel tank compartments
Application of Fire Test Procedures published by Public spaces
IMO. Tanks, voids and areas of little or no fire risk
Refreshment kiosks
2.5 Classification of space use Sales shops other than those specified in a) and
b)
2.5.1 For the purposes of classification of space use Corridors in passenger areas and stairway
in accordance with fire hazard risks, the following enclosures
grouping is applicable:
Crew accommodation other than that mentioned
in b)
a) Areas of major fire hazard referred to in
Trunks in direct communication with the above
Tables 2.5.1 and 2.5.2 by A, include the
spaces.
following spaces:

Page 5 of 41
the liferafts and evacuation slides embarkation

d) Control stations referred to in Table 2.5.1 and areas.
2.5.2 by D, as defined in Chapter 1, 2.2.14 and
as explained below: f) Open spaces referred to in Table 2.5.1 and
2.5.2 by F, include the following areas:
Explanations to control stations
Open spaces locations other than evacuation
1. Main navigating equipment includes, in stations and external escape routes and control
particular, the steering control and the compass, stations.
radar and direction finding equipment.
2. Where in the paras relevant to fixed fire- 2.5.2 Insulation values of spaces with special
extinguishing systems, there are no specific characteristic of two or more groupings
requirements for the centralization within a
control station of major components of a Where a space has the special characteristic of two
system, such major components may be placed or more space groupings, the structural fire
in spaces which are not considered to be a protection time of the divisions is to be the highest
control station. for the space groupings concerned. For example, the
3. Spaces containing, for instance, the following structural fire protection time of the divisions of
battery sources are to be regarded as control emergency generator rooms is to be the higher value
stations regardless of battery capacity: for the space when the space is considered as being a
control station (D) and a machinery space (A).
.1 emergency batteries in separate battery room
for power supply from black-out till start of 2.5.3 Galleys are to be in compliance with chapter
emergency generator; II/2 of the Convention, See 1.3.2 d).
.2 emergency batteries in separate battery room 2.5.4 Separating partial bulkheads of spaces
as reserve source of energy to radiotelegraph
installation; If a space is divided by partial bulkheads into two
(or more) smaller areas such that they form enclosed
.3 batteries for start of emergency generator; spaces, then the enclosed spaces are to be
and surrounded by bulkheads and decks in accordance
with Tables 2.5.1 and 2.5.2, as applicable. However,
.4 in general, all emergency batteries required in if the separating bulkheads of such spaces are atleast
pursuance of Chapter 13, Section 3 of these 30% open, then the spaces may be considered as the
Rules. same space.
e) Evacuation stations and external escape 2.5.5 Acceptance of cabinets

routes referred to in Tables 2.5.1 and 2.5.2
include following areas: Cabinets having a deck area of less than 2 m2 may
be accepted as part of the space they serve provided
External stairs and open decks used for escape they have open ventilation to the space and do not
routes contain any material or equipment which could be a
Assembly stations, internal and external fire risk
Open deck spaces and enclosed promenades
forming lifeboat and liferaft embarkation and 2.5.6 The risk of heat transmission of intersections
lowering stations and terminal points of required thermal barriers is to
The crafts side to the waterline in the lightest be considered while designing the structural fire
seagoing condition, superstructure and protection details.
deckhouse sides situated below and adjacent to

Chapter 10
Table 2.5.1 : Structural fire protection times for separating bulkheads and decks of passenger craft
A B C D E F
A 60(1,2) 30 (3) (3,4) (3) -
Areas of major fire
hazard 60(1,2) 60(1) 60(1,8) 60(1) 60(1) 60(1,7,9)
B 30(2) (3) (3,4) (3) -
Areas of moderate fire
hazard 30(2) 30(8) 60 30 (3)
C (3) (3,4) (3) -
Areas of minor fire
hazard (3) 30(8,10) (3) (3)
D (3,4) (3) -
Control stations (3)
(3,4) (3,4)
E (3) -
Evacuation stations
and escape routes (3) (3)
F -
Open spaces -
Table 2.5.2 : Structural fire protection times for separating bulkheads and decks of cargo craft
A B C D E F
A 60(1,2) 30 (3) (3,4) (3) -
Areas of major fire
hazard 60(1,2) 60(1) 60(1,8) 60(1) 60(1) 60(1,7,9)
B (6,2) (3) (3,4) (3) -
Areas of moderate fire
hazard (6,2) (6) 60 (6) (3)
C (3) (3,4) (3) -
Areas of minor fire
hazard (3) 30(8) (3) (3)
D (3,4) (3) -
Control stations (3)
(3,4) (3,4)
E (3) -
Evacuation stations
and escape routes (3) (3)
F -
Open spaces -

Page 7 of 41
Notes : the figures on either side of the diagonal line represent the required structural fire protection time for the
protection system on the relevant side of the division. When steel construction is used only the greater of the
required protection times need be applied on the relevant side.
1. The upper side of the decks within spaces protected by fixed fire extinguishing systems need not be insulated.
2. Where adjacent spaces are in the same alphabetical category and a note 2 appears, a bulkhead or deck between
such spaces need not be fitted if deemed unnecessary by the Administration. For example, a bulkhead need
not be required between two storerooms. A bulkhead is, however, required between a machinery space and a
special category space even though both spaces are in the same category.
3. No structural fire protection requirements, however a smoke-tight division of non-combustible or fire-
restricting material is required.
4. Control stations which are also auxiliary machinery spaces are to be provided with 30 min structural fire
protection.
5. There are no special requirements for material or integrity of boundaries where only a dash appears in the
tables.
6. The fire protection time is 0 min and the time for prevention of passage of smoke and flame is 30 min as
determined by the first 30 min of the standard fire test.
7. Fire-resisting divisions need not comply with 2.4.1 e).
8. When steel construction is used, fire-resisting divisions adjacent to void spaces need not comply with 2.4.1 e).
9. The fire protection time may be reduced to 0 min for those parts of open ro-ro spaces which are not essential
parts of the craft's main load bearing structure, where passengers have no access to them and the crew need
not have access to them during any emergency.
10. On Category A craft, this value may be reduced to 0 min where the craft is provided with only a single public
space (excluding lavatories) protected by a sprinkler system and adjacent to the operating compartment.
11. Ventilation openings may be accepted in entrance doors to public toilets provided they are positioned in the
lower portion of the door and fitted with closable grilles operable from outside the space and made of non-
combustible or fire-restricting material.
2.6 Structural fire protection boundaries between adjacent spaces, where there is
doubt as to their classification for the purpose of this
2.6.1 Main structure section, they are to be treated as spaces within the
relevant category having the most stringent
2.6.1.1 The requirements below apply to all craft boundary requirement.
irrespective of construction material. The structural
fire protection times for separating bulkheads and 2.6.1.3 The hull, superstructure, structural
decks should be in accordance with Tables 2.5.1 and bulkheads, decks, deckhouses and pillars are to be
2.5.2, and the structural fire protection times are all constructed of approved non-combustible materials
based on providing protection for a period of 60 min having adequate structural properties. The use of
as referred to in Chapter 4 Accommodation and other fire-restricting materials may be permitted
Escape Measures, Section 4.8 Evacuation Time, provided the requirements of this chapter are
para 4.8.1 of HSC Code. If any other lesser complied with and the materials are in compliance
structural fire protection time is determined for with the FTP Code.
category A craft and cargo craft by para 4.8.1 of
HSC Code then the times given below in 2.6.2.2 and Appendages such as air propellers, air ducts to
2.6.2.3 may be amended pro-rata. In no case should propellers, transmission shafts, rudders and other
the structural fire protection time be less than 30 control surfaces, struts, spars, flexible skirts, etc., are
min. not intended to be of fire restricting or non-
combustible material, therefore, the above paragraph
2.6.1.2 In using Tables 2.5.1 and 2.5.2, it is to be is not to apply to them.
noted that the title of each category is intended to be
typical rather than restricted. For determining the 2.6.1.4 Prevention of heat transmission, details of
appropriate fire integrity standards to be applied to insulation

Chapter 10
Fig.2.6.1 a)
Fig.2.6.1 b)
Fig.2.6.1 c)

Page 9 of 41
a) To prevent heat transmission at intersections and constituting the divisions dealt with in Tables 2.5.1
terminal points, the insulation of the deck or and 2.5.2(as applicable), need not be insulated.
bulkhead is to be carried past the intersection or
terminal point for a distance of at least 450 mm in All load carrying structures within areas of major
the case of steel and aluminium structures. (Refer to and moderate fire hazard (classified as A or B) as
Fig. 2.6.1 a), b)). well as all structures which are necessary to support
the control stations irrespective of location are to be
b) If a space is divided by a deck or bulkhead and considered for this requirement. The vertical extent
the fire insulation required for each space is of structure supporting control stations shall be
different, the insulation with the higher structural considered all the way down to and including the
fire protection time is to continue on the deck or spaces within the hull(s). However structures within
bulkhead with the insulation of the lesser structural the voids in the hull can be exempted from this
fire protection time for a distance of at least 450 consideration based on 2.6.2.1.
mm.
Approvals from the standard fire test according to
c) In the event the lower part of the fire insulation the IMO FTP Code, Annex 1, Part 11 for a bulkhead
has to be cut for drainage, the construction is to be in or deck of a given material can be applied for
accordance with the structural details shown in Fig. protection of pillars of the same material. The
2.6.1 c). structural fire protection time shall be considered to
be the same as that achieved in the fire test.
2.6.2 Fire-resisting divisions
When load carrying capability calculations are
2.6.2.1 Areas of major and moderate fire hazard are performed for an assumed fire within a space, all
to be enclosed by fire-resisting division complying insulated or un-insulated steel structures, including
with the requirements of 2.4.1 except where the pillars, as well as fire insulated aluminium and FRP
omission of any such division would not affect the structures in the space may be included; un-insulated
safety of the craft. These requirements need not aluminium and FRP structures shall not be included.
apply to those parts of the structure in contact with A single fire concept can be applied where a fire is
water at least 300 mm below the crafts waterline in only presumed to originate in one enclosed space
the lightweight condition in displacement mode, but and not propagate to another enclosed space. The
due regard is to be given to the effect of temperature load-carrying structure should also comply with the
of hull in contact with water and heat transfer from requirements of 2.6.2.4 and 2.6.2.5.
any uninsulated structure in contact with water to
insulated structure above the water. 2.6.2.4 If the structures specified in 2.6.2.3 are made
of aluminium alloy, their installation is to be such
2.6.2.2 Fire-resisting bulkheads and decks are to be that the temperature of the core does not rise more
constructed to resist exposure to the standard fire than 200oC above the ambient temperature in
test for a period of 30 min for areas of moderate fire accordance with the times in 2.6.1.1 and 2.6.2.2.
hazard and 60 min for areas of major fire hazard
except as provided in 2.6.1.1. 2.6.2.5 If the structures specified in 2.6.2.3 are made
of combustible material, their insulation is to be
2.6.2.3 Main load carrying structures located within such that their temperatures will not rise to a level
major fire hazard areas (classified as A) and where deterioration of the construction will occur
moderate fire hazard areas (classified as B), and load during the exposure to the standard fire test in
bearing structures which support the control stations, accordance with the FTP Code to such an extent that
as a minimum, are to be arranged to distribute load the load carrying capability, in accordance with the
such that there will be no collapse of the times in 2.6.1.1 and 2.6.2.3, will be impaired.
construction of the hull and superstructure when it is
exposed to fire for the appropriate fire protection 2.6.2.6 The construction of all doors and door
time as per Table 2.5.1 and 2.5.2(as applicable). In frames in fire-resisting divisions, with the means of
accordance with 2.6.1.1, in no case the structural fire securing them when closed, is to provide resistance
protection is to be less than 30mins. Load bearing to fire as well as to the passage of smoke and flame
structures made of steel, other than those equivalent to that of the bulkheads in which they are

Chapter 10
situated. Watertight doors of steel need not be the propagation of flame this being determined
insulated. Also, where a fire-resisting division is in accordance with the FTP Code;
penetrated by pipes, ducts, controls, electrical cables
or for other purposes, arrangements are to be made d) all upholstered furniture has qualities of
to ensure that the fire-resisting integrity of the resistance to the ignition and propagation of
division is not impaired and necessary testing is to flame this being determined in accordance with
be carried out in accordance with FTP Code. the FTP Code;
Where machinery shafts penetrate fire-resisting e) all bedding components have qualities of
watertight divisions, arrangements are to be made to resistance to the ignition and propagation of
ensure that the required watertight and fire-resisting flame, this being determined in accordance with
integrity of the division is not impaired. the FTP Code; and
2.6.2.7 Ventilation openings may be accepted in f) all deck finish materials comply with the FTP
entrance doors to public toilets, provided they are Code.
positioned in the lower portion of the door and fitted
with closable grilles made of non-combustible or 2.6.3.4 The following surfaces as a minimum
fire-restricting material and operable from outside standard are to be constructed of materials having
the space. low flame-spread characteristics:
2.6.3 Restricted use of combustible materials a) exposed surfaces in corridors and stairway
enclosures and of bulkheads (including
2.6.3.1 All separating divisions, ceilings or linings if windows), wall and ceiling linings in all public
not a fire resisting division, are to be of non- spaces, crew accommodation, service spaces,
combustible or fire-restricting materials. Draught control stations and internal assembly and
stops are to be of non-combustible or fire-restricting evacuation stations;
material.
b) surfaces in concealed or inaccessible spaces in
2.6.3.2 Where insulation is installed in areas in corridors and stairway enclosures, public
which it could come into contact with any spaces, crew accommodation, service spaces,
flammable fluids or their vapours, its surface is to be control stations and internal assembly and
impermeable to such flammable fluids or vapours. evacuation stations.
The insulation may be covered by metal sheets (not
perforated) or by vapour proof glass cloth accurately However, the above does not apply to partitions,
sealed at the joint. windows and side scuttles made of glass which are
deemed to be non-combustible and complying with
2.6.3.3 Furniture and furnishings in public spaces the requirements for low-flame spread surfaces or to
and crew accommodation are to comply with the items and materials referred to in 2.6.3.3.
following standards:
2.6.3.5 Any thermal and acoustic insulation is to be
a) all case furniture such as desks, wardrobes, of non-combustible or of fire-restricting material.
dressing tables, bureaux and dressers is Vapour barriers and adhesives used in conjunction
constructed entirely of approved non- with insulation, as well as insulation of pipe fittings
combustible or fire-restricting materials, except for cold service systems need not be non-
that a combustible veneer with a calorific value combustible or fire-restricting, but they may be kept
not exceeding 45 MJ/m2 may be used on the to the minimum quantity practicable and their
exposed surface of such articles; exposed surfaces may have low flame spread
characteristics.
b) all other furniture such as chairs, sofas, tables, is
constructed with frames of non-combustible or 2.6.3.6 Exposed surfaces in corridors and stairway
fire-restricting materials; enclosures and of bulkheads (including windows),
wall and ceiling linings, in all public spaces, crew
c) all draperies, curtains and other suspended accommodation, service spaces, control stations and
textile materials have qualities of resistance to internal assembly and evacuation stations are to be
constructed of materials which, when exposed to

Page 11 of 41
fire, are not capable of producing excessive c) the design is to be such that persons within the
quantities of smoke or toxic products, this being space are generally aware or could easily be
determined in accordance with the FTP Code. made aware of a developing fire or other
hazardous situation located within that space;
2.6.3.7 Void compartments, where low density
combustible materials are used to provide buoyancy, d) sufficient means of escape are provided from
are to be protected from adjacent fire hazard areas both levels of the space directly leading to an
by fire-resisting divisions, in accordance with Tables adjacent safe area or compartment; and
2.5.1 and 2.5.2. Also, the space and closures to it are
to be gastight but it is to be ventilated to atmosphere. e) the whole space is served by one section of the
sprinkler system. (See 3.3).
2.6.3.8 In compartments where smoking is allowed,
suitable non-combustible ash containers are to be 2.6.4.2 Lift trunks are to be so fitted as to prevent
provided. In compartments where smoking is not the passage of smoke and flame from one deck to
allowed, adequate notices are to be displayed. another and provided with means of closing so as to
permit the control of draught and smoke.
2.6.3.9 The exhaust gas pipes are to be arranged so
that the risk of fire is kept to a minimum. To this 2.6.4.3 In public spaces, crew accommodation,
effect, the exhaust system is to be insulated and all service spaces, control stations, corridors and
the compartments and structures which are stairways, air spaces enclosed behind ceilings,
contiguous with the exhaust system, or those which panelling or linings are to be suitably divided by
may be affected by increased temperatures caused close fitting draught stops not more than 14 m apart.
by waste gases in normal operation or in an On Category A craft provided with only a single
emergency, are to be constructed of non- public space, draught stops need not be provided in
combustible material or be shielded and insulated such public space.
with non-combustible material to protect from high
temperatures. Draught stops are not required in public spaces with
open ceilings (perforated ceilings) where the
2.6.3.10 The design and arrangement of the exhausts opening is 40% or more and the ceiling is arranged
manifolds or pipes are to be such as to ensure the in such a way that a fire behind the ceiling can be
safe discharge of exhaust gases. easily seen and extinguished.
2.6.4 Arrangement 2.7 Fuel and other flammable fluid tanks and
systems
2.6.4.1 Internal stairways connecting only two decks
need only be enclosed at one deck by means of 2.7.1 Tanks containing fuel and other flammable
divisions and self-closing doors having the structural fluids are to be separated from passenger, crew and
fire protection time as required by Table 2.5.1 and baggage compartments by vapour-proof enclosures
2.5.2 for divisions separating those areas which each or cofferdams which are suitably ventilated and
stairway serves. Stairways may be fitted in the open drained.
in a public space, provided they lie wholly within
such public space. 2.7.2 Fuel oil tanks are not to be located in or
contiguous to major fire hazard areas. However,
Where stairways are fitted in a public space flammable fluids of a flashpoint not less than 60oC
consisting of only two decks, the following may be located within such areas provided the tanks
conditions are to be met: are made of steel or other equivalent material. The
use of aluminium in lubricating oil sump tanks for
a) all levels are used for the same purpose; engines, or in lubricating oil filter housings fitted
integral with the engines, is accepted.
b) the area of the opening between the lower and
upper part of the space is to be at least 10% of 2.7.3 Integral or independent fuel tanks made of
the deck area between the upper and lower part aluminium alloys, GRP or equivalent may be located
of the space; within major fire hazard areas when they are
insulated for 60 minutes fire integrity. The same
insulation standard is required for bulkheads or

Chapter 10
decks separating oil fuel tanks from major fire c) the spaces in which fuel tanks are located are to
hazard areas. be mechanically ventilated using exhaust fans
providing not less than six air changes per hour.
2.7.4 Every oil fuel pipe which, if damaged, would The fans are to be such as to avoid the
allow oil to escape from a storage, settling or daily possibility of ignition of flammable gas air
service tank is to be fitted with a cock or valve mixtures. Suitable wire mesh guards are to be
directly on the tank capable of being closed from a fitted to inlet and outlet ventilation openings.
position outside the space concerned in the event of The outlets for such exhausts are to be
fire occurring in the space in which such tanks are discharged to a position which is safe. No
situated. smoking signs are to be posted at the entrances
to such spaces;
Note : Refer to guidelines for materials other than
steel for pipes adopted by IMO by Resolution d) earthed electrical distribution systems are not be
A.753(18) or FTP Code. used, with the exception of earthed intrinsically
safe circuits;
2.7.5 Pipes, valves and couplings conveying
flammable fluids are to be of steel or such e) suitable certified safe type electrical equipment
alternative material satisfactory to a standard, in is to be used in all spaces where fuel leakage
respect of strength and fire integrity having regard to could occur, including ventilation system. Only
the service pressure and the spaces in which they are electrical equipment and fittings essential for
installed. Wherever practicable, the use of flexible operational purposes are to be fitted in such
pipes is to be avoided. spaces;
2.7.6 Pipes, valves and couplings conveying Note : Refer to the recommendations published by
flammable fluids are to be arranged as far from hot the International Electro-technical Commission, and
surfaces or air intakes of engine installations, in particular, publication 92 Electrical
electrical appliances and other potential sources of installations in ships.
ignition as is practicable and be located or shielded
so that the likelihood of fluid leakage coming into f) a fixed vapour detection system is to be
contact with such sources of ignition is kept to a installed in each space through which fuel lines
minimum. pass, with alarms provided at the continuously
manned control station;
2.7.7 Fuel with a flash point below 35oC is not to be
used. In every craft in which fuel with a flashpoint g) every fuel tank where necessary, is to be
below 43oC is used, the arrangements for the provided with saveallsor gutters which
storage, distribution and utilization of the fuel are to would catch any fuel which may leak from such
be such that, having regard to the hazard of fire and tank;
explosion which the use of such fuel may entail, the
safety of the craft and of persons onboard is h) safe and efficient means of ascertaining the
preserved. The arrangements are to comply, in amount of fuel contained in any tank are to be
addition to the requirements of 2.7.1 to 2.7.6, with provided. Sounding pipes are not terminate in
the following provisions: any space where the risk of ignition of spillage
from the sounding pipe might arise. In
a) tanks for the storage of such fuel are to be particular, they are not to terminate in passenger
located outside any machinery space and at a or crew spaces. The use of gauge glasses is not
distance of not less than 760 mm inboard from allowed. Other means of ascertaining the
the shell side and bottom plating, and from amount of fuel contained in any tank may be
decks and bulkheads; allowed if such means do not require
penetration below the top of the tank and
b) arrangements are to be made to prevent provided their failure or overfilling of the tank
overpressure in any fuel tank or in any part of will not permit the release of fuel;
the oil fuel system, including the filling pipes.
Any relief valves and air or overflow pipes are i) during bunkering operations no passenger is to
to discharge to a position which is safe; be on board the craft or in the vicinity of the
bunkering station and adequate No smoking

Page 13 of 41
and No naked lights signs are to be posted. contained within a trunk or in an extended
Vessel-to-shore fuel connections are to be of machinery space or casing insulated in accordance
closed type and suitably grounded during with Tables 2.5.1 and 2.5.2; ventilation ducts of
bunkering operations; other spaces are not to pass through areas of major
fire hazard. Ventilation outlets from areas of major
j) the provision of fire detection and extinguishing fire hazard are not to terminate within a distance of 1
systems in spaces where non-integral fuel tanks m from any control station, evacuation station or
are located are to be in accordance with external escape route. In addition, exhaust ducts
paragraphs 2.9.1 to 2.9.3; and from galley ranges are to be fitted with:
k) In addition to above, it may be noted that the a) a grease trap readily removable for cleaning,
Administration would require following: unless an alternative approved grease removal
system is fitted;
refueling of the craft is to be done at the
approved refueling facilities, detailed in the b) a fire damper located in the lower end of the
route operational manual, at which the duct (the junction between the duct and the
following fire appliances are provided; galley range hood) which is automatically and
remotely operated and in addition a remotely
- a suitable foam applicator system operated fire damper located in the upper end of
consisting of monitors and foam making the duct;
branch pipes capable of delivering foam
solution at a rate of not less than 500 l/min c) a fixed means for extinguishing a fire within the
for not less than 10 min; duct;
- dry powder extinguishers of total capacity
not less than 50 kg; and d) remote control arrangements for shutting off the
- carbon dioxide extinguishers of total exhaust fans and supply fans, for operating the
capacity not less than 16 kg. fire dampers mentioned in b) and for operating
the fire-extinguishing system, which is to be
2.8 Ventilation placed in a position close to the entrance to the
galley. Where a multi-branch system is
2.8.1 The main inlets and outlets of all ventilation installed, remote means with above controls are
systems are to be capable of being closed from to be provided to close all branches exhausting
outside the spaces being ventilated. In addition such through the same main duct before an
openings to areas of major fire hazard are to be extinguishing medium is released into the
capable of being closed from a continuously manned system; and
control station. The controls are to be easily
accessible as well as prominently and permanently e) suitably located hatches for inspection and
marked and are to indicate whether the shut-off is cleaning.
open or closed.
As a minimum, one hatch is to be provided
2.8.2 All ventilation fans are to be capable of being close to the exhaust fan and others located in
stopped from outside the spaces which they serve, areas of high grease accumulation such as the
and from outside the spaces in which they are lower end of the duct as referred to in b).
installed. Ventilation fans serving major fire hazard
areas are to be capable of being operated from a 2.8.4 Where, a ventilation duct passes through a fire-
continuously manned control station. The means resting division, a fail safe automatic closing fire
provided for stopping the power ventilation to the damper is to be fitted adjacent to the division. The
machinery space are to be separated from the means duct between the division and the damper is to be of
provided for stopping ventilation of other spaces. steel or other equivalent material and insulated to the
same standard as required for the fire-resisting
2.8.3 Areas of major fire hazard and spaces serving division. The fire damper may be omitted where
as assembly stations are to have independent ducts pass through spaces surrounded by fire-
ventilation systems and ventilation ducts. resisting divisions without serving those spaces
Ventilation ducts for areas of major fire hazard are providing that the duct has the same structural fire
not to pass through other spaces, unless they are protection time as the divisions it penetrates. Where

Chapter 10
a ventilation duct passes through a smoke-tight 2.9 Fire detection and extinguishing systems
division, a smoke damper is to be fitted at the
penetration unless the duct which passes through the 2.9.1 Fire detection systems
space does not serve that space.
Areas of major and moderate fire hazard and other
The fire and smoke dampers are to be easily enclosed spaces not regularly occupied within public
accessible. Where they are placed behind ceilings or spaces and crew accommodation such as toilets,
linings, they are to be provided with an inspection stairway enclosures, corridors and escape routes are
door on which a plate is fitted providing the to be provided with an approved automatic smoke
identification number of the damper. Such plates detection system and manually operated call points
with identification numbers are also to be placed on complying with the requirements of 2.9.1.1 and
any required remote controls. 2.9.1.3 to indicate at the control station the location
of outbreak of a fire in all normal operating
2.8.5 Where ventilation systems penetrate decks, the conditions of the installations. Detectors operated by
arrangements are to be such that the effectiveness of heat instead of smoke may be installed in galleys.
the deck in resisting fire is not thereby impaired and Main propulsion machinery room(s) are to have, in
precautions are to be taken to reduce the likelihood addition, detectors sensing other than smoke and be
of smoke and hot gases passing from one between supervised by TV cameras monitored from the
deck space to another through the system. operating compartment. Manually operated call
points are to be installed throughout the public
2.8.6 All dampers fitted on fire-resisting or smoke- spaces, crew accommodation corridor and stairway
tight divisions are also be capable of being manually enclosures, service spaces and where necessary
closed from each side of the division in which they control stations. One manually operated call point is
are fitted, except for those dampers fitted on ducts to be located at each exit from these spaces and from
serving spaces not normally manned such as stores areas of major fire hazard. Control stations not
and toilets that may be manually operated only from normally occupied (e.g. emergency generator
outside the served spaces. All dampers are also be rooms) need not be provided with manually operated
capable of being remotely closed from the call points.
continuously manned control station.
2.9.1.1 General requirements
Manual closing may be achieved by mechanical
means of release or by remote operation of the fire a) Any required fixed fire detection and fire alarm
or smoke damper by a fail-safe electrical switch or system with manually operated call points is to
pneumatic release (i.e. spring-loaded, etc.) be capable of immediate operation at all times;
2.8.7 Ducts are to be made of non-combustible or b) Power supplies and electric circuits necessary
fire restricting material. Short ducts, however, may for the operation of the system are to be
be of combustible materials subject to the following monitored for loss of power or fault conditions
conditions: as appropriate. Occurrence of fault condition is
to initiate a visual and audible fault signal at the
a) their cross-section does not exceed 0.02 m2; control panel which is to be distinct from a fire
signal;
b) their length does not exceed 2 m;
c) There is to be not less than two sources of
c) they may only be used at the terminal end of the power supply for the electrical equipment used
ventilation system; in the operation of the fire detection and fire
alarm systems one of which is to be emergency
d) they are not to be situated less than 600 mm source. The supply is to be provided by separate
from an opening in a fire-resisting or fire- feeders reserved solely for this purpose. Such
restricting division; and feeders are to run to an automatic change over
switch situated in or adjacent to the control
e) their surface have low flame spread panel for the fire detection system;
characteristics.

Page 15 of 41
d) Detectors and manually operated call points are i) In passenger craft, if there is no fire detection
to be grouped into sections each of which shall system capable of remotely and individually
comprise a group of fire detectors and manually identifying each detector, a section of detectors
operated call points as displayed at the are not to serve spaces on both sides of the craft
indicating unit(s) required by this paragraph. nor on more than one deck and neither it is to be
The activation of any detector or manually situated in more than one zone according to
operated call point is to initiate a visual and 1.13.1. In passenger craft fitted with
audible fire signal at the control panel and individually identifiable fire detectors, a section
indicating units. If the signals have not received may serve spaces on both sides of the craft and
attention within two minutes an audible alarm is on several decks. Further, the same section of
to be automatically sounded throughout the detectors may serve spaces on more than one
crew accommodation and service spaces, deck if such spaces are located in the fore or aft
control stations and machinery spaces. There end of the craft or they are so arranged that they
shall be no time delay for the audible alarms in constitute common spaces on different decks
crew accommodation areas when all the control (e.g. fan rooms, galleys, public spaces, etc.);
stations are unattended. The alarm sounder
system need not be an integral part of the j) A section of fire detectors which covers a
detection system; control station, a service space a public space,
crew accommodation, corridor or stairway
e) The control panel is to be located in the enclosure are not to include a machinery space
operating compartment or in the main fire of major fire hazard. For fire detection systems
control station; with remotely and individually identifiable fire
detectors, the requirement set out in this para is
f) Indicating units are to, as a minimum, denote considered met when a loop covering
the section in which a detector or manually accommodation spaces, service spaces and
operated call point has operated. At least one control stations, does not include machinery
unit is to be so located that it is easily accessible spaces of a major fire hazard;
to responsible members of the crew at all times,
when at sea or in port, except when the craft is k) Detectors are to be operated by heat, smoke or
out of service. One indicating unit is to be other products of combustion, flame, or any
located in the operating compartment if the combination of these factors. Detectors operated
control panel is located in the space other than by other factors indicative of incipient fires may
the operating compartment; be considered provided that they are no less
sensitive than such detectors. Flame detectors
g) Clear information is to be displayed on or are only to be used in addition to smoke or heat
adjacent to each indicting unit about the spaces detectors;
covered and the location of the sections;
l) Suitable instructions and component spares for
h) Where the fire detection system does not testing and maintenance are to be provided;
include means of remotely identifying each
detector individually, no section covering more m) The function of the detection system is to be
than one deck within public spaces, crew periodically tested by means of equipment
accommodation, corridors, service spaces and producing hot air at the appropriate temperature,
controls stations are to be permitted normally or smoke or aerosol particles having the
except a section which covers an enclosed appropriate range of density or particle size, or
stairway. In order to avoid delay in identifying other phenomena associated with incipient fires
the source of fire, the number of enclosed to which the detector is designed to respond. All
spaces included in each section are to be detectors are to be of a type such that they can
limited. In no case more than 50 enclosed be tested for correct operation and restored to
spaces would be permitted in any section. If the normal surveillance without the renewal of any
detection system is fitted with remotely and component;
individually identifiable fire detectors, the
sections may cover several decks and serve any n) The fire detection system is not be used for any
number of enclosed spaces. other purpose, except that following functions
may be permitted at the control panel:

Chapter 10
- To activate a paging system; c) Detectors are to be located for optimum

- To activate the fan stops; performance. Positions near beams and
- To activate the closure of fire doors; ventilation ducts or other positions where
- To activate the closure of fire and smoke patterns of air flow could adversely affect
dampers; performance and positions where impact or
- To activate the sprinkler system. physical damage is likely should be avoided. In
general, detectors which are located on the
o) Fire detection systems in which all fire detectors overhead are to be a minimum distance of 0.5 m
are individually identifiable (i.e. with a zone away from bulkheads. Distances smaller than
address identification capability) are to be so 0.5 m from bulkheads may be accepted in
arranged that; corridors, lockers and stairways.
- a loop cannot be damaged at more than one d) The maximum spacing of detectors are to be in
point by a fire. For this purpose loop is not accordance with the table below:
to pass through a space twice. Where this is
not practical (e.g. for large public spaces) Type of Max. Max. Max.
the part of the loop which by necessity detector floor distance distance
passes through the space for a second time area per apart away from
is to be installed at the maximum possible detector between bulkheads
distance from the other parts of the loop; centres
Heat 37 m2 9m 4.5 m
- means are provided to ensure that any fault Smoke 74 m2 11 m 5.5 m
(e.g. power break; short circuit; earth)
occurring in the loop will not render the Other spacings may be required or
whole loop ineffective; permitted based upon test data, which
demonstrate the characteristics of the
- all arrangements are made to enable the detectors.
initial configuration of the system to be
restored in the event of failure (electrical, e) Electrical wiring which forms part of the system
electronic, informatic); and is to be so arranged as to avoid machinery
spaces of major fire hazard, and other enclosed
- the first initiated fire alarm is not to prevent spaces of major fire hazard except, where it is
any other detector to initiate further fire necessary, to provide for fire detection or fire
alarms. alarm in such spaces or to connect to the
appropriate power supply.
p) the fire detection system in vehicle deck spaces, 2.9.1.3 Design requirements
excluding manual call points, may be switched
off with a timer during loading/unloading of a) The system and equipment are to be suitably
vehicles. designed to withstand supply voltage variation
and transients, ambient temperature changes,
2.9.1.2 Installation requirements vibration, humidity, shock, impact and
corrosion normally encountered in ships;
a) In addition to 2.9.1, manually operated call
points are to be readily accessible in the b) Smoke detectors are to be certified to operate
corridors of each deck such that no part of the before the smoke density exceeds 12.5%
corridor is more than 20 m from a manually obscuration per metre, but not until the smoke
operated call point; density exceeds 2% obscuration per metre.
Smoke detectors to be installed in other spaces
b) Where a fixed fire detection and fire alarm are to operate within sensitivity limits having
system is required for the protection of spaces regard to the avoidance of detector insensitivity
other than stairways, corridors and escape or over-sensitivity;
routes, at least one detector complying with
2.9.1.1k) is to be installed in each such space;

Page 17 of 41
c) Heat detectors are to be certified to operate for the fire hazard that may exist. The system is to
before the temperature exceeds 78oC but not comply with 2.9.3.2 and 2.9.3.3 or with alternative
until the temperature exceeds 54oC, when the arrangements approved by IRS and be capable of
temperature is raised to those limits at a rate less local manual control and remote control from the
than 1oC per minute. At higher rates of continuously manned control stations. The system is
temperature rise, the heat detector is to operate to be remotely controlled in such a way that it is
within temperature limits having regard to the fully serviceable from the operating compartment
avoidance of detector insensitivity or over- without any intervention of personnel outside that
sensitivity; space in normal conditions.
d) The permissible temperature of operation of 2.9.3.2 General requirements

heat detectors may be increased to 30oC above
the maximum deckhead temperature in drying a) In all craft where gas is used as the extinguishing
rooms and similar space of a normal high medium, the quantity of gas is to be sufficient to
ambient temperature; provide two independent discharges. The second
discharge into the space is to be only activated
e) Flame detectors referred in 2.9.1.1k) are to have (released) manually from a position outside the
a sensitivity sufficient to determine flame space being protected. Where the space has a local
against an illuminated space background and a fire-suppression system installed, based on the
false signal identification system. guidelines of the Administration, to protect fuel oil,
lubricating coil and hydraulic oil, located near
2.9.2 A fixed fire detection and fire alarm system for exhaust manifolds, turbo chargers or similar heated
periodically unattended machinery spaces are to surfaces on main and auxiliary internal combustion
comply with the following requirements: engines, a second discharge need not be provided.
a) The fire detection system is to be so designed b) The use of a fire extinguishing medium which,
and the detectors so positioned as to detect either by itself or under expected conditions of use
rapidly the onset of fire in any part of those will adversely affect the earths ozone layer and/or
spaces and under any normal conditions of gives off toxic gases in such quantities as to
operation of the machinery and variations of endanger persons is not allowed.
ventilation as required by the possible range of
ambient temperatures. Except in spaces of c) The necessary pipes for conveying fire
restricted height and where their use is specially extinguishing medium into protected spaces are to
appropriate, detection system using only be provided with control valves so marked as to
thermal detectors is not permitted. The detection indicate clearly the spaces to which the pipes are led.
system is to initiate audible and visual alarms Non-return valves are to be installed in discharge
distinct in both respects from the alarms of any lines between cylinders and manifolds. Suitable
other system not indicating fire, in sufficient provision is to be made to prevent inadvertent
places to ensure that the alarms are heard and admission of the medium to any space.
observed on the navigating bridge and by a
responsible engineer officer. When the d) Pipelines may pass through accommodation
operating compartment is unmanned the alarm spaces provided they are of substantial thickness and
is to sound in a place where a responsible that their tightness is verified with a pressure test,
member of the crew is on duty; after their installation, at a pressure head not less
than 5 N/mm2. In addition, pipelines passing through
b) After installation, the system is to be tested accommodation areas are only to be joined by
under varying conditions of engine operation welding and are not to be fitted with drains or other
and ventilation; openings within such spaces. Pipelines are not to
pass through refrigerated spaces.
2.9.3 Fixed fire extinguishing system
e) The piping for the distribution of fire
2.9.3.1 Areas of major fire hazard are to be protected extinguishing medium are to be arranged and
by an approved fixed extinguishing system operable discharge nozzles so positioned that a uniform
from the operating compartment and where distribution of medium is obtained.
provided, from a control position which is adequate

Chapter 10
f) Means are to be provided to close all openings

which may admit air to, or allow gas to escape from, Means for checking the quantity of medium in
a protected space from a position outside the containers are to be so arranged that it is not
protected space. necessary to move the containers completely from
their fixing position. This may be achieved for
g) Means are to be provided for automatically giving instance by providing hanging bars above each
audible warning of the release of fire-extinguishing bottle row for a weighting device or by using
medium into any space in which personnel normally suitable surface indicators.
work or which personnel can be expected to enter
(e.g. ro-ro spaces) and where their access is n) Containers for the storage of fire extinguishing
facilitated by doors or hatches or to which they have medium and associated pressure components are to
access. The alarm is to automatically operate for a be designed to accepted pressure codes of practice to
suitable period before the medium is released, but the satisfaction of IRS having regard to their
not less than 20 s. Visible alarm are to be arranged locations and maximum ambient temperatures
in addition to the audible alarm. expected in service.
h) The volume of starting air receivers, converted to o) When the fire extinguishing medium is stored
free air volume are to be added to the gross volume outside a protected space, it is to be stored in a room
of the machinery space when calculating the which is situated in a safe and readily accessible
necessary quantity of extinguishing medium. position and effectively ventilated. Any entrance to
Alternatively, a discharge pipe connected to a safety such a storage room is to be preferably from the
valve may be fitted provided it leads directly to the open deck and in any case is to be independent of
open air. the protected space. Access doors are to open
outwards and bulkheads and decks including doors
i) The means of control of any fixed gas fire and other means of closing any opening therein,
extinguishing system is to be readily accessible and which form the boundaries between such rooms and
simple to operate and be grouped together in as few adjoining enclosed spaces are to be gas tight. For the
locations as possible at positions not likely to be cut purpose of application of Tables 2.5.1 and 2.5.2,
off by a fire in a protected space. At each location such storage rooms are to be treated as control
there are to be clear instructions relating to the stations.
operation of the system having regard to the safety
of personnel. Spaces for storage of the cylinders or tanks for
extinguishing gas are not to be used for other
j) Automatic release of fire extinguishing medium is purposes. Access to these spaces are to be possible
not allowed. from the open deck; spaces situated below the deck
are to be directly accessible by a stairway or ladder
k) Where the quantity of extinguishing medium is from the open deck. The space is to be located no
required to protect more than one space, the quantity more than one deck below the open deck.
of medium available need not be more than the
largest quantity required for any one space so Storage spaces are to be effectively ventilated.
protected. Two spaces can be considered as Spaces which are located below deck or spaces
separated spaces where divisions comply with Table where access from the open deck is not provided, are
2.5.1 and 2.5.2 as appropriate, or the divisions are to be fitted with a mechanical ventilation system
gastight and of steel or equivalent materials. See designed to take exhaust air from the bottom of the
also 2.9.3.2a) space and sized to provide at least 6 air changes per
hour.
l) Pressure containers required for the storage of fire
extinguishing medium are to be located outside p) If the release of a fire-extinguishing medium
protected spaces in accordance with o) below. produces significant over or under pressurisation in
Pressure containers may be located inside the space the protected space, means are to be provided to
to be protected if in the event of accidental release limit the induced pressures to acceptable limits to
persons will not be endangered. avoid structural damage.
m) Means are to be provided for the crew to safely q) Spare parts for the system are to be stored on
check the quantity of medium in the containers. board or at a base port.

Page 19 of 41
type enclosure conspicuously located adjacent

2.9.3.3 Carbon dioxide systems to the box.
a) For cargo spaces, unless otherwise provided the 2.9.3.4 Where a fixed fire-extinguishing system not
quantity of carbon dioxide available is to be required by paragraph 2.9.3.1 above is installed, it is
sufficient to give a minimum volume of free gas to meet the requirements of this section, except for
equal to 30% of the gross volume of the largest the second discharge required for the fixed gas fire
cargo space so protected in the craft. extinguishing systems.
b) For machinery spaces the quantity of carbon 2.9.4 Portable fire extinguishers
dioxide is to be sufficient to give a minimum
volume of free gas equal to the larger of the Control stations, public spaces, crew
following volumes, either: accommodation, corridors and service spaces are to
be provided with portable fire extinguishers of
- 40% of the gross volume of the largest approved types and design. At least five portable
machinery space so protected, the volume extinguishers are to be provided and so positioned as
to exclude that part of the casing above the to be readily available for immediate use. In
level at which the horizontal area of the addition, at least one extinguisher suitable for
casing is 40% or less of the horizontal area machinery space fires are to be positioned outside
of the space concerned taken midway each machinery space entrance. For details of
between the tank top and the lowest part of extinguishers reference is made to IMO Resolution
the casing; or A.602(15) titled Revised Guidelines for Marine
Portable Fire Extinguishers;.
- 35% of the gross volume of the largest
machinery space protected, including the Each portable fire extinguisher is to be:
casing;
provided that the above mentioned a) not exceeding 23 kg in total mass;
percentages may be reduced to 35% and b) having a capacity of at least 5 kg if of
30% respectively for cargo craft of less powder or carbon dioxide type;
than 2000 tons gross tonnage; provided also c) having a capacity of at least 9 l if of foam
that if two or more machinery spaces are type;
not entirely separate they are to be d) examined annually;
considered as forming one space. e) provided with a sign indicating the date
when was last examined;
c) For the purpose of this paragraph the volume of f) hydraulic-pressure tested (cylinders and
free carbon dioxide is to be calculated at 0.56 propellant bottles) every 10 years;
m3/kg. g) not placed in accommodation spaces if of
carbon dioxide type;
d) For machinery spaces the fixed piping system is h) if located in control stations and other
to be such that 85% of the gas can be discharged spaces containing electrical or electronic
into the space within 2 min. equipment or appliances necessary for the
safety of the craft, provided with
e) Two separate controls are to be provided for extinguishing media which are neither
releasing carbon dioxide into a protected space electrically conductive nor harmful to the
and to ensure the activation of the alarm. One equipment and appliances;
control is to be used to discharge the gas from i) ready for use and located in easily visible
its storage containers. A second control is to be places such that it can be reached quickly
used for opening the valve of the piping which and easily at any time in the event of a fire;
conveys the gas into the protected spaces. j) located such that its serviceability is not
impaired by the weather, vibration or other
f) The two controls are to be located inside a external factors; and
release box clearly identified for the particular k) provided with a device to identify whether
space. If the box containing the controls is to be it has been used.
locked, a key to the box is to be in a break-glass

Chapter 10
2.9.4.1 Mass and capacity of portable fire 2.9.5 Fire pumps, fire mains, hydrants and hoses
extinguishers
Fire pumps and appropriate associated equipment, or
a) The mass of portable fire extinguishers is not to alternative effective fire-extinguishing systems are
exceed 23 kg. to be fitted as follows:
b) Each powder or carbon dioxide extinguisher is a) At least two pumps (powered by independent
to have a capacity of at least 5 kg and each foam sources of power) are to be arranged. Each
extinguisher a capacity of at least 9l. pump is to have at least two-thirds the capacity
of a bilge pump as determined by Chapter 11,
2.9.4.2 Equivalents of portable fire extinguishers 2.7.3.1 and 2.7.3.2 but not less than 25 m3/h.
Each fire pump is to be able to deliver sufficient
Reference is made to ISO/DIS 7156 Fire quantity and pressure of water to simultaneously
protection equipment Portable fire extinguishers operate the hydrants as required by d).
Performance and construction.
b) The arrangement of the pumps are to be such
Examination and testing of portable fire that in the event of a fire in any one
extinguishers compartment all the fire pumps will not be put
out of action;
a) Fire extinguishers are to be examined annually
by a competent person. c) Isolating valves to separate the section of the
fire main within the machinery space containing
b) Each fire extinguisher are to be provided with a the main fire pump or pumps from the rest of
sign indicating that it has been examined. the fire main are to be fitted in an easily
accessible and tenable position outside the
c) Fire extinguisher cylinders and propellant machinery spaces. The fire main is also to be so
bottles are to be hydraulic pressure tested every arranged that when the isolating valves are shut
10 years. all the hydrants on the craft, except those in the
machinery space referred to above, can be
2.9.4.3 Type and location of portable fire supplied with water by a fire pump not located
extinguishers in this machinery space through pipes which do
not enter this space. Fire mains are to be capable
a) Carbon dioxide fire extinguishers are not to be of being drained. Valves are to be installed in
placed in accommodation spaces. In control the main so that fire main branches can be
stations and other spaces containing electrical or isolated when the main is used for purposes
electronic equipment or appliances necessary other than fire fighting.
for the safety of the craft, fire extinguishers are
to be provided with extinguishing media which d) Hydrants are to be arranged so that any location
are neither electrically conductive nor harmful on the craft can be reached by the water jets
to the equipment and appliances. from two fire hoses from two different hydrants,
one of the jets being from a single length of
b) Fire extinguishers are to be ready for use and hose. Ro-ro spaces hydrants are to be located so
located in easily visible places such that they that any location within the space can be
can be reached quickly and easily at any time in reached by two water jets from two different
the event of a fire. In addition, the fire hydrants, each jet being supplied from a single
extinguisher is to be located such that their length of hose. One hydrant is to be located in
serviceability is not impaired by the weather, the vicinity and outside of each entrance to a
vibration or other external factors. Portable fire machinery space.
extinguishers are to be provided with devices to
identify whether they have been used. e) Each fire hose is to be of non-perishable
material. Fire hoses, together with any
necessary fittings and tools, are to be kept ready
for use in conspicuous positions near the
hydrants. All fire hoses in interior locations are
to be connected to the hydrants at all times. One

Page 21 of 41
fire hose is to be provided for each hydrant as load carrying structure and provided satisfactory
required by d) above. Fire hoses are to have a measures are taken to ensure that the safety of
length of: the craft, including fire fighting abilities and
integrity of fire resisting divisions, is not
- At least 10 m, affected by a partial or total collapse of these
- Not more than 15 m in machinery spaces, internal decks.
- Not more than 20 m for other spaces and
open decks. c) Indicators are to be provided on the navigating
bridge which should indicate when any door
f) Each fire hose is to be provided with a nozzle of leading to or from the special category or ro-ro
an approved dual purpose type (i.e. spray / jet space is closed.
type) incorporating a shutoff.
d) Fire doors in boundaries of special category
2.9.6 Protection of deep-fat cooking equipment spaces leading to spaces below the vehicle deck
are to be arranged with coamings of a height of
Where deep-fat cooking equipment is installed, all at least 100 mm.
such installations are to be fitted with:
2.10.2 Fixed fire-extinguishing system
a) An automatic or manual fixed extinguishing
system tested to an appropriate standard Each special category space is to be fitted with an
acceptable to the Administration; approved fixed pressure waterspraying system for
manual operation which is to protect all parts of any
b) A primary and back up thermostat with an alarm deck and vehicle platform in such space, provided
to alert the operator in the event of failure of that the IRS may permit the use of any other fixed
either thermostat; fire-extinguishing system that has been shown by
full-scale test, in conditions simulating a flowing
c) Arrangements for automatically shutting off the petrol fire in a special category space, to be not less
electrical power to the deep-fat cooking effective in controlling fires likely to occur in such a
equipment upon activation of the extinguishing space.
system;
2.10.2.1 The pumps are to be capable of
d) An alarm indicating operation of the maintaining:
extinguishing system in the galley where the
equipment is installed; and a) Half the total required application rate with any
one pump unit out of function, for Category A
e) Controls for manual operation of the craft; and
extinguishing system which are clearly labelled
for ready use by the crew. b) The total required application rate with any one
pump unit room out of function for Category B
2.10 Protection of special category and ro-ro craft.
spaces
2.10.2.2 Such systems are to fulfill the following
2.10.1 Structural protection requirements:
a) Subject to c) below boundaries of special a) The valve manifold is to be provided with a

category spaces are to be insulated in pressure gauge and each of the valves is to be
accordance with Tables 2.5.1 and 2.5.2. marked;
b) The deck of a special category space vehicle b) Instructions for maintenance and operation of
need only be insulated on the underside if the installation is to be set up in the room where
required or a ro-ro space, including an open ro- the valves are located; and
ro space. Vehicle decks located totally within
ro-ro spaces may be accepted without structural c) The piping system is to be provided with
fire protection provided these decks are not part sufficient number of drainage valves.
of or do not provide support to the crafts main

Chapter 10
Note : For details of water spraying system refer

Part 6, Chapter 8, Section 7.2 of Rules and c) Portable fire extinguishers so located that no
Regulations for the Construction and Classification point in the space is more than approximately
of Steel Ships. 15 m walking distance from an extinguisher,
provided that at least one portable extinguisher
2.10.3 Patrols and detection is located at each access to such space. Fire
extinguishers are to be suitable for A and B
a) A continuous fire patrol is to be maintained in class fires as given in IMO Resolution
special category spaces and ro-ro spaces unless A.602(15). The extinguishers are to have a
a fixed fire detection and fire alarm system, capacity of 12 kg dry powder or equivalent.
complying with the requirements of 2.9.1 and a
television surveillance system are provided. The The mass and capacity of fire extinguishers are
fixed fire detection system is to be capable of to meet the requirements of 2.9.4.1.
rapidly detecting the onset of fire. The spacing
and location of detectors are to be tested taking 2.10.5 Ventilation system
into account the effects of ventilation and other
relevant factors. 2.10.5.1 An effective power ventilation system is to
be provided for the special category spaces and ro-ro
b) Manually operated call points are to be provided spaces sufficient to give at least 10 air changes per
as necessary throughout the special category hour while navigating and 20 air changes per hour at
spaces and one to be placed close to each exit the quayside during vehicle loading and unloading
from such spaces. Manually operated call points operations. The system for such spaces is to be
are to be spaced so that no part of the space will entirely separated from other ventilation systems and
be more than 20 m from a manually operated is to be operating at all times when vehicles are in
call point. such spaces. Ventilation ducts serving special
category spaces capable of being effectively sealed
c) The fire detection system, excluding manual are to be separated for each such space. The system
call points, may be switched off with a timer is to be capable of being controlled from a position
during loading / unloading of vehicles to avoid outside such spaces. Reference is made to
"false alarms. MSC/Circ.729 Design guidelines and operational
recommendations for ventilation systems in ro-ro
2.10.4 Fire-extinguishing equipment cargo spaces.
In each special category spaces and ro-ro spaces the 2.10.5.2 The ventilation is to be such as to prevent
following are to be provided: air stratification and the formation of air pockets.
a) At least three water fog applicators (Note : A 2.10.5.3 Means are to be provided to indicate on the
water fog applicator may consist of a metal L- operating compartment any loss or reduction of the
shaped pipe, the long limb being approximately required ventilating capacity.
2 m in length and capable of being fitted to a
fire hose and the short limb being 2.10.5.4 Arrangements are to be provided to permit
approximately 250 mm in length and fitted with a rapid shutdown and effective closure of the
a fixed water fog nozzle or capable of being ventilation system in case of fire, taking into account
fitted with a water spray nozzle); the weather and sea conditions.
b) One portable foam applicator unit consisting of 2.10.5.5 Ventilation ducts, including dampers are to
an air foam nozzle of an inductor type capable be made of steel or other equivalent material. Ducts
of being connected to the fire main by a fire lying inside the served space may be made of non-
hose, together with a portable tank containing combustible or fire-restricting material.
20 1 of foam making liquid and one spare tank.
The nozzle is to be capable of producing 2.10.6 Scuppers, bilge pumping and drainage
effective foam suitable for extinguishing an oil
fire of at least 1.5 m3/min. At least two portable 2.10.6.1 In view of the serious loss of stability which
foam applicator units are to be available in the could arise due to large quantities of water
craft for use in such space; and accumulating on the deck or decks consequent to the

Page 23 of 41
operation of the fixed pressure water spraying 60079 Electrical apparatus for explosive gas
system, pumping and drainage arrangements are to atmospheres (Temperature Class T3).
be such as to prevent such accumulation. Scuppers
fitted for this purpose are to be so arranged as to 2.10.7.3 For equipment at or below a height of 450
ensure that such water is rapidly discharged directly mm above deck:
overboard. Alternatively, pumping and drainage
facilities are to be provided additional to the The electrical equipment referred to in this
requirements of chapter 11. section is to be certified safe type and wiring,
if fitted, is to be suitable for use in zone 1 areas
2.10.6.2 In respect of scuppers and drainage pumps as defined in IEC Publication 60079 Electrical
fitted in accordance with 2.10.6.1: Apparatus for Explosive Gas Atmospheres
(Gas Group II A and Temperature Class T3).
a) the amount of water for which drainage is
provided is to take into account the capacity 2.10.7.4 Electrical equipment and wiring, if installed
of both the water spraying system pumps in an exhaust ventilation duct, are to be similar to
and required number of fire hose nozzles; those required for less than 450 [mm] above deck
given in 2.10.7.3.
b) the drainage system is to have a capacity of
not less than 125% of the capacity specified The outlet from any exhaust duct is to be sited in a
in a) above; and safe position, having regard to other possible sources
of ignition.
c) bilge wells are to be of sufficient holding
capacity and are to be arranged at the side Exhaust fans are to be of a non-sparking type in
shell of the ship at a distance from each accordance with Part 5, Chapter 2 of the Rules and
other of not more than 40 m in each Regulations for the Construction and Classification
watertight compartment. of Steel Ships.
2.10.6.3 When it is required to maintain watertight 2.10.7.5 If pumping and drainage arrangements are
or weathertight integrity, as appropriate, the provided, it is to be ensured that:
scuppers shall be arranged so that they can be
operated from outside the space protected. a) Water contaminated with petrol or other
flammable substances is not drained to
2.10.7 Precautions against ignition of flammable machinery spaces or other spaces where
vapours sources of ignition may be present; and
2.10.7.1 On any deck or platform, if fitted, on which b) Electrical equipment fitted in tanks or other
vehicles are carried and on which explosive vapours components of the drainage system are to be of
might be expected to accumulate, except platforms a type suitable for use in explosive petrol/air
with openings of sufficient size permitting mixtures.
penetration of petrol gases downwards, equipment
which may constitute a source of ignition of 2.10.8 Open ro-ro spaces
flammable vapours and, in particular, electrical
equipment and wiring, are to be installed at least 450 2.10.8.1 Open ro-ro spaces are to comply with the
mm above the deck or platform. requirements set out in 2.10.1a), 2.10.2, 2.10.3,
2.10.4 and 2.10.6.
2.10.7.2 For equipment above a height of 450 mm
above the deck: 2.10.8.2 For those parts of a ro-ro space which are
completely open from above, the requirements set
The degree of protection for electrical out in 2.10.2, 2.10.3a) and 2.10.6 need not be
equipment required by this section is to be by an complied with. However, a continuous fire patrol or
enclosure having an ingress protection of at a television surveillance system is to be maintained.
least IP 55 as defined in IEC Publication 60529
Classification of Degree of Protection
provided by Enclosures or by apparatus for use
in zone 2 areas as defined in IEC Publication

Chapter 10
2.11 Miscellaneous less than 10s with the craft in the upright position.
The approximate uniform rate of closure for sliding
2.11.1 Fire control plans are to be permanently fire doors shall be of no more than 0.2 m/s and no
exhibited, for the guidance of the master and officers less than 0.1 m/s with the craft in the upright
of the craft showing clearly for each deck the position.
following positions: the control stations, the sections
of the craft which are enclosed by fire-resisting b) Remote-controlled sliding or power-operated
divisions together with particulars of the fire alarms, doors are to be equipped with an alarm that sounds
fire detection systems, the sprinkler installations, the at least 5s but no more than 10s before the door
fixed and portable fire-extinguishing appliances, the begins to move and continue sounding until the door
means of access to the various compartments and is completely closed. Doors designed to re-open
decks in the craft, the ventilating system including upon contacting an object in their paths are to re-
particulars of the master fan controls, the positions open not more than 1 m from point of contact.
of dampers and identification numbers of the
ventilating fans serving each section of the craft, the c) All doors are to be capable of remote and
location of the international shore connection, if automatic release from a continuously manned
fitted and the position of all means of control central control station, either simultaneously or in
referred to in 2.7.4, 2.8.2, 2.9.1 and 2.9.4. groups and also individually from a position at both
sides of the door. Indication is to be provided at the
The text of such plans is to be in the official fire control panel in the continuously manned
language of the flag State. However, if the language control station whether each of the remote controlled
is neither English, French or Spanish a translation doors is closed. The release mechanism is to be so
into one of those languages is to be included. designed that the door will automatically close in the
event of disruption of the control system or central
Note : Refer to Graphical symbols to fire control power supply. Release switches are to have an on-
plans adopted by IMO by Resolution A654(16). off function to prevent automatic resetting of the
system. Hold-back hooks not subject to control
2.11.2 A duplicate set of fire control plans or a station release are not allowed.
booklet containing such plans is to be permanently
stored in a permanently marked weathertight d) A door closed remotely from the continuously
enclosure outside the deckhouse for the assistance of manned control station is to be capable of being re-
shore side fire-fighting personnel. opened at both sides of the door by local control.
After such local opening, the door is to close
2.11.3 Openings in fire-resisting divisions automatically again.
2.11.3.1 Except for the hatches between cargo, e) Local power accumulators for power-operated
special category, store and baggage spaces and doors are to be provided in the immediate vicinity of
between such spaces and the weather decks, all the doors to enable the doors to be operated at least
openings are to be provided with permanently ten times (fully opened and closed) using the local
attached means of closing which are to be at least as controls.
effective for resisting fires as the divisions in which
they are fitted. f) Disruption of the control system or main source of
electric power at one door is not to impair the safe
2.11.3.2 Each door is to be capable of being opened functioning of the other doors.
and closed from each side of the bulkhead by one
person only. g) Double-leaf doors equipped with a latch
necessary to their fire integrity are to have a latch
2.11.3.3 Fire doors bounding areas of major fire that is automatically activated by the operation of
hazard and stairway enclosures are to satisfy the the doors when released by the system.
following requirements:
h) Doors giving direct access to special category
a) The doors are to be self-closing and be capable of spaces which are power-operated and automatically
closing with an angle of inclination of upto 3.5o closed need not be equipped with alarms and
opposing closure and are to have an approximately remote-release mechanisms required in second and
uniform rate of closure of no more than 40s and no third paragraphs above.

Page 25 of 41
i) The components of the local control system are to 2.12.3 In category B passenger craft, for each pair of
be accessible for maintenance and adjusting. breathing apparatus there is to be provided one water
fog applicator which is stored adjacent to such
j) Power operated doors are to be provided with a apparatus.
control system of an approved type which are be
able to operate in case of fire, this being determined The water fog applicator is to be of a type as
in accordance with the FTP Code. This system is to indicated in 2.10.4.
satisfy the following requirements:
2.12.4 Additional sets of personal equipment and
- The control system is to be able to operate at a breathing apparatus may be required having due
temperature of at least 200C for at least 60 regard to the size and type of the craft.
min, served by the power supply;
2.12.5 The firefighters outfits and sets of personal
- The power supply for all other doors not subject equipment are to be so stored as to be easily
to fire will not be impaired; and accessible and ready for use and, where more than
one firemans outfit or more than one set of personal
- At temperatures exceeding 200C the control equipment is carried, they are to be stored in widely
system is to be automatically isolated from the separated positions. In passenger craft, at least two
power supply and is to be capable of keeping firefighters outfits and one set of personal
the door closed up to at least 945C. equipment are to be available at any one control
station. The storage of firefighters outfits and
2.11.3.4 The requirements for integrity of fire- personal equipment are to be permanently and
resisting divisions of the outer boundaries facing clearly marked.
open spaces of a craft are not to apply to glass
partitions, windows and side scuttles. Similarly, the 2.12.6 A firefighters outfit is to consist of:
requirements for integrity of fire-resisting divisions
facing open spaces are not to apply to exterior doors a) Personal equipment comprising:
in superstructures and deckhouses.
i) Protective clothing of material to protect the skin
Open spaces as referred to in this para is from the heat radiating from the fire and from burns
interpreted as excluding grouping E in Tables 2.5.1 and scalding by steam or gases. The outer surface is
and 2.5.2. to be water-resistant. Reference is made to ISO
69421983 : Clothing for protection against heat and
2.11.3.5 Doors in smoke-tight divisions are to be fire; evaluation of thermal behaviour of materials
self-closing. Doors which are normally kept open and material assemblies when exposed to source of
are to be closed automatically or by remote control radiant heat.
from a continuously manned control station.
ii) Boots of rubber or other electrically non-
2.12 Firefighters outfits conductive material.
2.12.1 All craft other than category A passenger iii) A rigid helmet providing effective protection
craft are to carry at least two firefighters outfits against impact;
complying with the requirements of 2.12.6.
iv) An electric safety lamp (hand lantern) of an
2.12.2 In addition, category B passenger craft is to approved type with a minimum burning period of
be provided with, for every 80 m, or part thereof of 3h. Electric safety lamps intended to be used in
the aggregate of the length of all passenger spaces hazardous areas are to be of an explosion proof type.
and service spaces on the deck which carries such Reference is made to IEC Publication 79; and
spaces or, if there is more than one such deck, on the
deck which has the largest aggregate of such length, v) An axe. The handle of the axe is be provided with
two firefighters outfits and two sets of personal high-voltage insulation.
equipment, each set comprising the items stipulated
in 2.12.6a)i) to 2.12.6a)iii). b) A self-contained compressed-air-operated
breathing apparatus of an approved type, the volume

Chapter 10
of air contained in the cylinders of which is at least strength is to be provided capable of being attached
1200 1, or other self-contained breathing apparatus by means of a snaphook to the harness of the
which is capable of functioning for at least 30 mins. apparatus or to a separate belt in order to prevent the
Two spare charges suitable for use with the breathing apparatus becoming detached when the
apparatus are to be provided for each required lifeline is operated. The lifeline is to be subjected to
apparatus. a test by static load of 3.5 kN for 5 min.
c) For each breathing apparatus a flexible fireproof

lifeline of approx. 30 m length and sufficient
Section 3
Special Requirements for Passenger Craft
3.1 Arrangement
3.1.3 Control stations, life-saving appliance stowage
3.1.1 For category B craft the public spaces are to be positions, escape routes and places of embarkation
divided into zones according to the following: into survival craft are not to be as far as practicable,
located adjacent to any major or moderate fire
a) The craft is to be divided into at least two zones. hazard areas.
The mean length of each zone is not to exceed
40 m; 3.2 Ventilation
b) For the occupants of each zone there is to be an 3.2.1 Each safe zone in the public spaces is to be
alternative safe area to which it is possible to served by a ventilation system independent of the
escape in case of fire. The alternative safe area ventilation system of any other zone. The ventilation
is to be separated from other passenger zones by fans of each zone in the public spaces are also to be
smoke-tight divisions of non-combustible capable of being independently controlled from a
materials or fire restricting materials extending continuously manned control station.
from deck to deck. The alternative safe area can
be another passenger zone. Alternative safe 3.3 Fixed sprinkler system
areas are to be dimensioned on the basis of one
person per seat and 0.35 m2 per person of the 3.3.1 Public spaces and service spaces, storage
net remaining area, based on the maximum rooms other than those containing flammable liquids
number of persons they are called to and similar spaces are to be protected by a fixed
accommodate in an emergency. sprinkler system meeting a standard developed by
the IMO. (Refer IMO Resolution MSC.44(65) or
c) The alternative safe area is to be as far as FTP code and interpretations given in MSC
practicable, be located adjacent to the passenger Circ.912). Manually operated sprinkler systems are
zone it is intended to serve. There is to be at to be divided into sections of appropriate size and
least two exits from each passenger zone, the valves for each section, start of sprinkler
located as far away from each other as possible, pump(s) and alarms are to be operable from two
leading to the alternative safe area. Escape spaces separated as widely as possible, one of which
routes are to be provided to enable all is to be a continuously manned control station. In
passengers and crew to be safely evacuated category B craft, no section of the system is to serve
from the alternative safe area. Safe evacuation more than one of the zones required in 3.1. A
from the alternative safe area is to be completed stairway open at one deck is to be considered part of
within the structural fire protection time for the space to which it is open and consequently to be
areas of major fire hazard. protected by a sprinkler system, if provided.
3.1.2 Category A craft need not be divided into 3.3.2 Plans of the system are to be displayed at each
zones. operating station. Suitable arrangements are to be

Page 27 of 41
made for the drainage of water discharged when the Sales shops, galleys, service spaces, ro-ro
system is activated. spaces and cargo spaces are not fitted;
The maximum number of passengers carried
3.3.3 Category A craft need not comply with the does not exceed 200; and
requirements of 3.3.1 and 3.3.2 provided that: The voyage duration at 90% of maximum speed
from departure port to destination when fully
Smoking is not permitted; laden does not exceed 2 hours.
Section 4
Special Requirements for Cargo Craft
4.1 Control station 4.3 Fixed sprinkler system
4.1.1 Control stations, life-saving appliances 4.3.1 Crew accommodation where sleeping berths
stowage positions, escape routes and places of are provided, having a total deck area greater than
embarkation into survival craft are to be located 50 m2 (including corridors serving such
adjacent to crew accommodation areas. accommodation) are to be protected by a fixed
sprinkler system based on the standards acceptable
4.2 Cargo spaces to the Administration.*
4.2.1 Cargo spaces, except open deck areas or (* Refer to the standards for fixed sprinkler systems
refrigerated holds, are to be provided with an for high speed craft, adopted by IMO by Resolution
approved automatic smoke detection system MSC.44(65), as may be amended).
complying with 2.9.2 to indicate at the control
station the location of outbreak of a fire in all normal 4.3.2 Plans of the system are to be displayed at each
operating conditions of the installations and is to be operating station. Suitable arrangements are to be
protected by an approved fixed quick acting fire made for the drainage of water discharged when the
extinguishing system complying with 2.9.6 operable system is activated.
from the control station.
Section 5
Requirements for Craft and Cargo Spaces Intended for the

Carriage of Dangerous Goods*
(* Refer to the International Maritime Dangerous Goods Code (IMDG Code), adopted by the Organization by
Resolution A.716(17), as amended and the Code of Safe Practice for Solid Bulk Cargoes, adopted by
Resolution A.434(XI), as amended.)
5.1 General unless such requirements have already been met by

compliance with the requirements elsewhere in this
In addition to complying with the requirements of chapter. The types of craft and modes of carriage of
4.2 for cargo craft and with the requirements of 2.10 dangerous goods are referred to in 5.2 and in Table
for both passenger and cargo craft as appropriate, 5.1, where the numbers appearing in 5.2 are referred
craft types and cargo spaces referred to in 5.2 to in the top line. Cargo craft of less than 500 gross
intended for the carriage of dangerous goods are to tonnage constructed on or after 1 July 2002 are to
comply with the requirements of this section, as comply with this section, but the Administration
appropriate, except when carrying dangerous goods may reduce the requirements and such reduced
in limited quantities,** and excepted quantities,*

Chapter 10
requirements are to be recorded in the document of

compliance referred in 5.4. 5.3.1 Water supplies
Craft constructed on or after 1 July 2002 but before .1 Arrangements are to be made to ensure immediate
1 January 2011, with cargo spaces intended for the availability of a supply of water from the fire main
carriage of packaged dangerous goods are to comply at the required pressure either by permanent
with 5.3, except when carrying dangerous goods pressurization or by suitably placed remote starting
specified as classes 6.2 and 7 and dangerous goods arrangements for the fire pumps.
in limited quantities** and excepted quantities* in
accordance with Tables 5.1 and 5.3, not later than .2 The quantity of water delivered are to be capable
the date of the first renewal survey on or after 1 of simultaneously supplying the arrangements
January 2011. required by 5.3.1.3 for the largest designated cargo
space and the four nozzles of a size and at a pressure
(* Refer to Chapter 3.5 of the IMDG Code) as specified in 2.9.5, capable of being trained on any
part of the cargo space when empty. This amount of
(** Refer to Chapter 3.4 of the International water may be applied by equivalent means to the
Maritime Dangerous Goods Code (IMDG Code) for satisfaction of IRS.
the provisions on the carriage of "limited
quantities".) This requirement is to be met by the total capacity of
the main fire pump(s) not including the capacity of
5.2 Application of Tables 5.1 and 5.2 the emergency fire pump, if fitted.
Tables 5.1 and 5.2 are intended to apply to the .3 Means are to be provided for effectively cooling
following types of craft: the designated under deck cargo-space with water at
not less than 5 l / min / m2 of the horizontal area of
.1 craft and cargo spaces not specifically designed the cargo space either by a fixed arrangement of
for the carriage and freight containers but intended spraying nozzles, or flooding the space with water.
for the carriage of dangerous goods in packaged Hoses may be used for this purpose in small cargo
form including goods in freight containers and spaces and in small areas of larger cargo-spaces at
portable tanks; the discretion of IRS. In any event the drainage and
pumping arrangements are to meet the requirements
.2 purpose-built container craft and cargo spaces of 2.10.6 and be such as to prevent the build-up of
intended for the carriage of dangerous goods in free surfaces. If this is not possible the adverse effect
freight containers and portable tanks. In this regard, upon stability of the added weight and free surface
a purpose-built container space is a cargo space of water is to be taken into account.
fitted with cell guides for stowage and securing
containers; .4 Provision to flood a designated under deck cargo-
space with suitable specified media may be
.3 craft and ro-ro spaces intended for the carriage of substituted for the requirements in 5.3.1c) above.
dangerous goods including special category spaces;
and .5 The requirements of .1 to .4 may be fulfilled by a
water spray system approved by IRS based on the
.4 craft and cargo spaces intended for the carriage of standards acceptable to the Administration*,
solid dangerous goods in bulk. provided that the amount of water required for fire-
fighting purposes in the largest cargo space allows
5.3 Requirements simultaneous use of the water spray system plus four
jets of water from hose nozzles in accordance with
Unless otherwise specified the following .2.
requirements are to govern the application of Tables
5.1, 5.2 and 5.3 to both "on deck" and "under deck" (*Refer to paragraphs 9.2, 9.3 and 9.4 of the Interim
stowage of dangerous goods. The numbers of the guidelines for open-top containerships
following sub-sections are indicated in the first (MSC/Circ.608/Rev.1)).
column of the above-mentioned tables. For the
purpose of this section on deck means spaces on
the weather deck.

Page 29 of 41
.6 Craft carrying dangerous goods are to be provided

with three fire hoses and nozzles complying with .5 For open-top container craft, power ventilation is
2.9.5f) in addition to those required by 2.9.5e). required only for the lower part of the cargo hold for
which purpose-built ducting is required. The
5.3.2 Source of ignition ventilation rate is to be at least two air changes per
hour based on the empty hold volume below the
Electrical equipment and wiring are not to be fitted weather deck.
in enclosed cargo spaces or vehicle decks, unless it
is essential for operational purposes. However, if 5.3.5 Bilge pumping
electrical equipment is fitted in such spaces, it is to
be of a certified safe type for use in the dangerous Where it is intended to carry flammable or toxic
environments to which it may be exposed unless it is liquids in enclosed spaces, the bilge pumping system
possible to completely isolate the electrical system is to be designed to ensure against inadvertent
(by removal of links in the system, other than fuses). pumping of such liquids through machinery space
Cable penetrations of the decks and bulkheads are to piping or pumps. Where large quantities of such
be sealed against the passage of gas or vapour. liquids are carried, consideration is to be given to the
Through runs of cables and cables within the cargo provision of additional means of draining those
spaces are to be protected against damage from spaces as follows:
impact. Any other equipment which may constitute a
source of ignition of flammable vapour is not to be a) If the bilge drainage system for cargo
installed. spaces is additional to the system served by
pumps in the machinery space, the capacity
5.3.3 Detection system of the system is to be not less than 10 m3/h
per cargo space served. If the additional
Enclosed cargo spaces are to be provided with an system is a common system, the capacity
approved automatic smoke detection system need not exceed 25 m3/h. The additional
complying with 2.9.1 or with a detection system bilge system need not be arranged with
which, in the opinion of IRS gives equivalent redundancy. Whenever flammable or toxic
protection. liquids are carried, the bilge line into the
machinery space is to be isolated either by
5.3.4 Ventilation fitting a blank flange or by a closed
lockable valve;
.1 Adequate power ventilation is to be provided in
enclosed spaces. The arrangements are to be such as b) If bilge drainage of cargo spaces is
to provide for at least six air changes per hour in the arranged by gravity drainage, the drainage
cargo space based on an empty space and for is to be either lead directly overboard or to
removal of vapours from the upper or lower parts of a closed drain tank located outside the
the space, as appropriate. machinery spaces. The tank is to be
provided with vent pipe to a safe location
.2 The fans are to be such as to avoid the possibility on the open deck;
of ignition of flammable gas/air mixtures. Exhaust
fans are to be non-spark type suitable wire mesh c) Enclosed spaces outside machinery spaces
guards having mesh size not exceeding 13 mm x 13 containing bilge pumps serving cargo
mm are to be fitted over inlet and outlet ventilation spaces intended for carriage of flammable
openings. or toxic liquids are to be fitted with
separate mechanical ventilation giving at
.3 If adjacent spaces are not separated from cargo least six air changes per hour. Electrical
spaces by gastight bulkheads or decks, ventilation equipment in the space is to be of certified
requirements are to apply to the adjacent spaces as safe type.* If the space has access from
for the cargo space itself. another enclosed space, the door is to be
self-closing; and
.4 Natural ventilation is to be provided in enclosed
spaces intended for the carriage of solid dangerous (*Refer to publication IEC 60092-506 :
goods in bulk, where there is no provision for Special features Ships carrying dangerous
mechanical ventilation.

Chapter 10
goods and materials hazardous only in be fitted with an approved fixed pressure water-
bulk). spraying system for manual operation which will
protect all parts of any deck and vehicle platform in
d) Drainage from a cargo space into bilge such space, except that IRS may permit the use of
wells in a lower space is only permitted if any other fixed fire-extinguishing system that has
that space satisfies the same requirements been shown by full-scale test to be no less effective.
as the cargo space above. In any event the drainage and pumping
arrangements are to meet the requirements of 2.10.6,
5.3.6 Personnel protection have valves operable from outside the space at a
position in the vicinity of the extinguishing system
.1 Four sets of full protective clothing resistant to controls and be such as to prevent the build-up of
chemical attack are to be provided in addition to the free surfaces. If this is not possible the adverse effect
firefighter's outfits required by 2.12 and are to be upon stability of the added weight and free surface
selected taking into account the hazards associated of water is to be taken into account during appraisal
with the chemicals being transported and the of the stability information.
standards developed by IMO according to the class
and physical state. The protective clothing is to 5.3.9 Separation between ro-ro spaces and open ro-
cover all skin, so that no part of the body is ro spaces
unprotected.
A separation is to be provided between a ro-ro space
.2 At least two self-contained breathing apparatuses and an adjacent open ro-ro space. The separation is
additional to those required by 2.12 are to be to be such as to minimize the passage of dangerous
provided. vapours and liquids between such spaces.
Alternatively, such separation need not be provided
In addition to the requirements of 2.12.6b), two if both spaces fully comply with the requirements
spare charges suitable for use with the breathing for ro-ro spaces in this section.
apparatus are to be provided for each required
apparatus. 5.3.10 Separation between ro-ro spaces and weather
decks
5.3.7 Portable fire extinguishers
A separation is to be provided between a ro-ro space
Portable fire extinguishers with a total capacity of at and the adjacent weather deck. The separation is to
least 12 kg of dry powder or equivalent is to be be such as to minimize the passage of dangerous
provided for the cargo spaces. These extinguishers vapours and liquids between such spaces.
are to be in addition to any portable fire Alternatively, a separation need not be provided if
extinguishers required elsewhere in this chapter. the ro-ro space fully complies with the requirements
for ro-ro spaces in this section. However, a
5.3.8 Fixed fire extinguishing system separation is still required when dangerous goods
carried shall be loaded on the weather deck only.
.1 Cargo spaces, except for open decks are to be
provided with an approved fixed fire extinguishing 5.4 Document of compliance
system complying with the provisions of 2.9.3 or
with a fire extinguishing system which, in the If requested and authorized by Statutory Authority
opinion of IRS, gives equivalent protection for the IRS will provide the craft with an appropriate
cargo carried. document as evidence of compliance of construction
and equipment with the requirements of this section.
.2 Each open ro-ro space having a deck above it and
each ro-ro space not capable of being sealed are to

Page 31 of 41
Table 5.1 : Application of the requirements of 5.3 to different modes of carriage of

dangerous goods in craft and cargo spaces
Section 5.2 5.2.1 5.2.2 5.2.3 5.2.4

Weather
decks .1 Solid
Not
to .4 Container Open ro-ro dangerous
specifically Ro-ro spaces
inclusive cargo spaces spaces goods in
designed
Section 5.3 bulk*
5.3.1.1 X X X X X For appli-
5.3.1.2 cation of
X X X X X
requirements
5.3.1.3 - X X X X of Section 5
5.3.1.4 - X X X X to different
5.3.2 classes of
- X X X X
dangerous
5.3.3 - X X X - goods, see
5.3.4.1 - X X 1
X - Table 5.2
5.3.4.2 1
- X X X -
5.3.5 - X X X -
5.3.6.1 X X X X X
5.3.6.2 X X X X X
5.3.7 X X - - X
5.3.8.1 - X X X -
5.3.8.2 2
- - - X X
5.3.9 - - - X X
5.3.10 X - - X X
Notes:
1 For classes 4 and 5.1 not applicable to closed freight containers
For classes 2, 3, 6.1 and 8 when carried in closed freight containers the ventilation rate may be reduced to
not less than two air changes per hour. For classes 4 and 5.1 liquids when carried in closed freight
containers, the ventilation rate may be reduced to not less than two air changes per hour. For the purpose of
this requirement a portable tank is a closed freight container.
2 Applies only to ro-ro spaces, not capable of being sealed.
X Wherever "X" appears in the table it means that this requirement is applicable to all classes of dangerous
goods as given in the appropriate line of Table 5.3, except as indicated by the notes.
* Includes cargoes of group B of the Code of safe Practice for Solid Bulk Cargoes, 2004, except for cargoes
denoted materials hazardous in bulk.

Chapter 10
Table 5.2 : Application of the requirements of 5.3 to different classes of dangerous goods for craft and
cargo spaces carrying solid dangerous goods in bulk
Class
4.1 4.2 4.31 5.1 6.1 8 9
Section
5.3.1.1 X X - X - - X
5.3.1.2 X X - X - - X
2 3
5.3.2 X X X X - - X3
5.3.4.1 - X2 X - - - -
4 2,5 5 2,4
5.3.4.2 X X X X - - X 2,4
5.3.4.4 X X X X X X X
5.3.6 X X X X X X X
Notes:
1 The hazards of substances in this class which may be carried in bulk are such that special consideration
must be given by IRS to the construction and equipment of the craft involved in addition to meeting the
requirements enumerated in this Table.
2 Only applicable to Seedcake containing residues of solvent extractions, to Ammonium nitrate and to
Ammonium nitrate fertilizers.
3 Only applicable to Ammonium nitrate and to Ammonium nitrate fertilizers. However, a degree of
protection in accordance with standards contained in the "International Electrotechnical Commission,
publication 79 - Electrical Apparatus for Explosive Gas Atmospheres", is sufficient.
4 Only suitable wire mesh guards are required.
5 For seedcake containing residues of solvent extraction and cargoes of BC Code Class 4.3, two separate
fans are to be permanently fitted unless portable type fans have been adapted for being securely fitted
(e.g. fixed) prior to loading and during the voyage. The ventilation system is to comply with the
provisions of 5.3.4.1 and 5.3.4.2. Ventilation is to be such that any escaping gases cannot reach public
spaces or crew accommodation on or under deck.

Page 33 of 41
Table 5.3 : Application of the requirements of section 5.3 to different classes of dangerous goods except solid dangerous goods in bulk
Class 6.1 8
6.1 liqui 8 liqui
2.3 3 FP
2.3 liqui ds liqui ds
non- 3 FP 4.3 4.3 FP5 6.1 6.1 FP5 8 8
1.1 - flam ds ds
1.4S 2.1 2.2 flam < 23C 4.1 4.2 liqui solid 5.13 5.26 liqui solid liqui solid 9
Section 1.62 mabl FP5 FP5
mabl 23C to ds11 s ds s ds s
e10 < 23C < 23C
e 60C 23C to 23C
60C 60C
5.3.1.1 X X X X X X X X X X X X X X X X X X X X X X X
5.3.1.2 X X X X X X X X X X X X X X X X X X X X X X -
5.3.1.3 X - - - - - - - - - - - - - - - - - - - - - -
5.3.1.4 X - - - - - - - - - - - - - - - - - - - - - -
5.3.2 X - X - X - X - - - X8 - - - X - - - X - - - X7
5.3.3 X X X X - X X X X X X X X - X X X X X X X X -
5.3.4.1 - - X - - X X - X1 X1 X X X1 - X X - X1 X X - - X1
5.3.4.2 - - X - - - X - - - - - - - X - - - X - - - X7
5.3.5 - - - - - - X - - - - - - - X X X - X X9 X9 - -
5.3.6 - - X X X X X X X X X X X X X X X X X X X X X4
5.3.7 - - - - - - X X X X X X X - X X - - X X - - -
5.3.8 X2 X X X X X X X X X X X X3 X X X X X X X X X X
5.3.9 X X X X X X X X X X X X X X X X X X X X X X X
5.3.10 X X X X X X X X X X X X X X X X X X X X X X X
Notes:
1 When "mechanically-ventilated spaces" are required by the International Maritime Dangerous Goods Code (IMDG Code), as amended.
2 Stow 3 m horizontally away from the machinery space boundaries in all cases.
3 Refer to the International Maritime Dangerous Goods Code.
4 As appropriate to the goods being carried.
5 Refer to flashpoint.
6 Under the provisions of the IMDG Code, stowage of class 5.2 dangerous goods under deck or in enclosed ro-ro spaces in prohibited.
7 Only applicable to dangerous goods evolving flammable vapour listed in the IMDG Code.
8 Only applicable to dangerous goods having a flashpoint less than 23C listed in the IMDG Code.
9 Only applicable to dangerous goods having a subsidiary risk class 6.1.
10 Under the provisions of the IMDG Code, stowage of class 2.3 having subsidiary risk class 2.1 under deck or in enclosed ro-ro spaces is prohibited.
11 Under the provisions of the IMDG Code, stowage of class 4.3 liquids having a flashpoint less than 23C under deck or in enclosed ro-ro spaces is prohibited.

Chapter 10
Section 6
Small Craft with Class Notation LC or HSLC
6.1 General requirements/Application integrity properties equivalent to A or B class

divisions, or steel, as applicable, at the end of the
6.1.1This section applies to non-passenger crafts applicable fire exposure to the standard fire test.
with notation LC or HSLC and of less than 500
GT. 6.3.2 Fire test
6.1.2 Consideration will be given to the acceptance 6.3.2.1 A Standard Fire Test is one in which
of fire safety measures: specimens of the relevant bulkheads or decks are
exposed in a test furnace to temperatures
a) Which have been prescribed and approved by corresponding approximately to the standard time-
the Government of the flag state, provided they temperature curve. The specimen is to have an
are deemed to provide an equivalent level of fire exposed surface of not less than 4.65 m2 and height
safety. (or length of deck) of 2.44 m resembling as closely
as possible the intended construction and including
b) Where the arrangements are considered where appropriate at least one joint. The standard
equivalent to those required by these Rules as a time-temperature curve is defined by a smooth curve
result of risk assessment studies. drawn through the following temperature points
measured above the initial furnace temperature:
c) Where the arrangements are considered
equivalent to those required by these Rules due At the end of the first 5 minutes, 556oC
cognisance having been taken of any restricted At the end of the first 10 minutes, 659oC
service limits. At the end of the first 15 minutes, 718oC
At the end of the first 30 minutes, 821oC
6.1.3 Special consideration, consistent with the fire At the end of the first 60 minutes, 925oC
hazard involved, will be given to construction or
arrangements not covered by this chapter. For general guidance reference may be made to IMO
Resolution A.754(18) or FTP Code.
6.1.4 Where craft incorporate fire hazards not
covered in this chapter such as helicopter landing 6.3.3 Flame spread
facilities and the carriage of petrol and aviation fuel,
appropriate fire protection, detection and extinction 6.3.3.1 Low flame spread; Refer 2.4.7.
arrangements are to be provided.
6.3.4 Ship divisions and spaces
6.2 Submission of plans and information
6.3.4.1 A Class divisions are those divisions
6.2.1 Refer 2.2 Documentation. formed by bulkheads and decks which comply with
the following:
6.3 Definitions
a) They are to be constructed of steel or other
6.3.1 Materials equivalent material.
6.3.1.1 Non-combustible material; Refer 2.4.4. b) They are to be suitably stiffened.
6.3.1.2 Steel or other equivalent material; Refer c) They are to be so constructed as to be capable of
2.4.6. preventing the passage of smoke and flame up
to the end of the one-hour standard fire test.
6.3.1.3 Alternative forms of construction means
any combustible material may be accepted if it can d) They are to be insulated with approved non-
be demonstrated that the material, which by itself or combustible materials such that the average
due to insulation provided has structural and fire temperature of the unexposed side will not rise

Page 35 of 41
more than 139oC above the original 6.3.4.5 Service spaces are those used for galleys,
temperature, nor will be temperature, at any one pantries containing cooking appliances, stores, mail
point, including any joint; rise more than 180oC and specie rooms, store rooms, lockers, workshops
above the original temperature, within the time other than those forming part of the machinery
listed below: spaces and similar spaces and trunks to such spaces.
Class A-60 60 minutes 6.3.4.6 Cargo spaces are all spaces used for cargo
Class A-30 30 minutes (including cargo oil tanks) and trunks to such
Class A-15 15 minutes spaces.
Class A-0 0 minutes
6.3.4.7 Machinery spaces of Category A are
e) A test of a prototype bulkhead or deck may be those spaces and trunks to such spaces which
required to ensure that it meets the above contain:
requirements for integrity and temperature rise.
a) Internal combustion machinery used for main
6.3.4.2 B class divisions are those divisions propulsion; or
formed by bulkheads, decks, ceilings or linings
which comply with the following: b) Internal combustion machinery used for
purposes other than main propulsion where such
a) They are to be so constructed as to be capable of machinery has in the aggregate a total power
preventing the passage of flame to the end of output of not less than 375 kW; or
the first half hour of the standard fire test.
c) Any oil-fired boiler or oil fuel unit.
b) They are to have an insulation value such that
the average temperature of the unexposed side 6.3.4.8 Machinery spaces are all machinery
will not rise more than 139oC above the original spaces of Category A and all other spaces
temperature, nor will the temperature at any one containing propelling machinery, boilers, oil fuel
point, including any joint, rise more than 225oC units, steam and internal combustion engines,
above the original temperature, within the time generators and major electrical machinery, oil filling
listed below: stations, refrigerating, stabilizing, ventilation and air
conditioning machinery and similar spaces and
Class B-15 15 minutes trunks to such spaces.
Class B-0 0 minutes.
6.3.4.9 Control stations; Refer Chapter 1, 2.2.
c) They are to be constructed of approved non-
combustible materials and all materials entering 6.3.4.10 Cargo area is that part of the craft that
into the construction and erection of B-class contains cargo tanks, slop tanks and cargo pump
divisions are to be non-combustible, except rooms including pump rooms, cofferdams, ballast
where permitted by other requirements of this and void spaces adjacent to cargo tanks and also
chapter. deck areas throughout the entire length and breadth
of the part of the craft over the above mentioned
d) A test of a prototype division may be required spaces.
to ensure that it meets the above requirements
for integrity and temperature rise. 6.3.4.11 Main vertical zones are those sections
into which the hull, superstructure and deck houses
6.3.4.3 Continuous B Class ceilings or linings are divided by A Class divisions, the mean length
are those B class ceilings or linings which and width of which on any one deck does not, in
terminate only at an A or B Class division. general, exceed 40 m.
6.3.4.4 Accommodation spaces are those spaces 6.3.5 Equipment

used for public spaces, corridors, lavatories, cabins,
offices, hospitals, cinemas, games and hobbies 6.3.5.1 Oil fuel unit is the equipment used for the
rooms, and pantries containing no cooking preparation of oil fuel for delivery to an oil-fired
appliances and similar spaces. boiler, or equipment used for the preparation for
delivery of heated oil to an internal combustion

Chapter 10
engine, and includes any oil pressure pumps, filters jet of water. The pump and its location is to comply
and heaters dealing with oil at a pressure of more with 6.4.4.
than 1.8 bar gauge.
6.4.3.6 Relief valves are to be provided in
6.4 Fire pumps and fire main system conjunction with all fire pumps if the pumps are
capable of developing a pressure exceeding the
6.4.1 Application design pressure of the water service pipes, hydrants
and hoses. These valves are to be so placed and
6.4.1.1 Every craft is to be provided with fire adjusted as to prevent excessive pressure in any part
pumps, fire mains, hydrants and hoses complying as of the fire main system.
applicable with this section.
6.4.3.7 Where centrifugal pumps are provided in
6.4.2 Capacity of fire pumps order to comply with this sub-section or 6.4.4, a
non-return valve is to be fitted in the pipe
6.4.2.1 The total capacity of the main fire pumps is connecting the pump to the fire main.
to be not less than four-thirds of the capacity of each
bilge pump as per Chapter 11, 2.13 or 2.14. 6.4.4 Emergency fire pumps
6.4.2.2 Any pump designated as a fire pump other 6.4.4.1 The emergency fire pump, its source of
than any emergency fire pump is to have a capacity power and its sea connection are to be located in
not less than 80% of the total required capacity accessible positions outside the category A
divided by the minimum number of required fire machinery space referred to in 6.4.3.5. In craft of
pumps and each such pump in any case is to be less than 150 tons gross a manually operated pump
capable of delivering at least one jet of water. These will be accepted (see 6.4.6.1) provided it and its sea
fire pumps are to be capable of supplying the fire connection meet the requirements of this paragraph.
main system under the required conditions.
6.4.4.2 The sea valve is to be capable of being
6.4.3 Fire pumps operated from a position near the pump.
6.4.3.1 In craft of 150 tons gross and upwards, not 6.4.4.3 The room where the emergency fire pump
less than two power pumps are to be provided, one prime mover is located is to be illuminated from the
of which is to be an independent pump. emergency source of supply and is to be well
ventilated.
6.4.3.2 In craft of less than 150 tons gross, one
power pump is to be available for fire-extinguishing 6.4.4.4 If the emergency fire pump is required to
service, if the service is restricted to harbour or river supply water for a fixed fire-extinguishing system in
service, a suitable hand pump may be substituted for the space where the main fire pumps are situated, it
the power pump. is to be capable of simultaneously supplying water
to this system and the fire main at the required rates.
6.4.3.3 Sanitary, ballast, bilge or general service
pumps may be accepted as fire pumps, provided that 6.4.4.5 The emergency fire pump may also be used
they are not normally used for pumping oil and that, for other suitable purposes subject to approval in
if they are subject to occasional duty for the transfer each case.
or pumping of fuel oil, suitable changeover
arrangements are fitted. 6.4.5 Fire main
6.4.3.4 With one pump out of operation 6.4.5.1 The diameter of the fire main is to be based
simultaneous availability of pumps for bilge and fire on the required capacity of the fire pumps. The
duty is to be ensured. diameter of the water service pipes are to be
sufficient to ensure an adequate supply of water for
6.4.3.5 If a fire in a category A machinery space the operation of at least one fire-hose.
could put all the fire pumps out of action, there is to
be an alternative means consisting of a fixed 6.4.5.2 The wash deck line may be used as a fire
independently driven emergency fire pump which is main provided that the requirements of this sub-
to be capable of supplying at least one satisfactory section are satisfied.

Page 37 of 41
from the fire main by a valve located in an easily

6.4.5.3 All water pipes for fire extinguishing are to accessible and tenable position outside the space.
be provided with drain valves for use in frosty Where it is found necessary short lengths of the
weather. The valves are to be located where they emergency fire pump suction and discharge piping
will not be damaged by cargo. may penetrate the machinery space if it is
impracticable to route it externally provided that the
6.4.6 Pressure in the fire main integrity of the fire main is maintained by the
enclosure of the piping in a substantial steel casing
6.4.6.1 Any power operated fire pump is to maintain and the sea valve is operable from a readily
a pressure at any hydrant sufficient to produce a jet accessible position not likely to be affected by a fire
throw at any nozzle of 12 m. Where a manually in the space containing the main fire pumps.
operated fire pump is permitted the jet throw need
only be 6 m when produced through a suitable 6.4.9 Fire hoses
nozzle.
6.4.9.1 Fire hoses are to be of approved non-
6.4.7 Number and position of hydrants perishable material. The hoses are to be sufficient in
length to project a jet of water to any of the spaces in
6.4.7.1 The number and position of the hydrants are which they may be required to be used. Their length,
to be such that at least one jet of water may reach in general, is not to exceed 18 m. Each hose is to be
any part normally accessible to the crew while the provided with a nozzle and the necessary couplings.
craft is being navigated and any part of any cargo Fire hoses, together with any necessary fittings and
space when empty. Furthermore, such hydrants are tools, are to be kept ready for use in conspicuous
to be positioned near the accesses to the protected positions near the water service hydrants or
spaces. At least one hydrant is to be provided in connections.
each machinery space.
6.4.9.2 The number of firehoses to be provided, each
6.4.8 Pipes and hydrants complete with couplings and nozzles, is to be one
for each 15 m length of the craft, or part thereof, but
6.4.8.1 Materials readily rendered ineffective by need not exceed the number of hydrants provided.
heat are not to be used for fire mains. Where steel This number does not include any hoses required in
pipes are used, they are to be galvanized internally any engine room. If necessary, the number of hoses
and externally. Cast iron pipes are not acceptable. is to be increased so as to ensure that hoses in
The pipes and hydrants are to be so placed that the sufficient numbers are available and accessible at all
fire-hoses may be easily coupled to them. The times.
arrangement of pipes and hydrants shall be such as
to avoid the possibility of freezing. In craft where 6.4.10 Nozzles
deck cargo may be carried, the positions of the
hydrants are to be such that they are always readily 6.4.10.1 For the purpose of this chapter, standard
accessible and the pipes are to be arranged, as far as nozzle sizes are to be 12 mm, 16 mm or 19 mm, or
practicable, to avoid risk of damage by such cargo. as near thereto as possible, so as to make full use of
Unless one hose and nozzle is provided for each the maximum discharge capacity of the fire pumps.
hydrant in the craft, there is to be complete
interchangeability of hose couplings and nozzles. 6.4.10.2 For accommodation and service spaces, the
nozzle size need not exceed 12 mm.
6.4.8.2 A valve is to be fitted to serve each fire-hose
so that any fire-hose may be removed while the fire 6.4.10.3 The size of nozzles intended for use in
pumps are at work. conjunction with a manually operated emergency
fire pump need not exceed 9.5 mm.
6.4.8.3 Where an emergency fire pump is required,
the fire main is to be so arranged that all the 6.4.10.4 For machinery spaces and exterior locations
hydrants in the craft except those in the category A the nozzle size is not to be less than 12 mm.
machinery space containing the main fire pump or
pumps can be supplied with water by the emergency 6.4.10.5 All nozzles are to be of an approved dual
fire pump through pipes which do not enter the purpose type (i.e. spray/jet type) incorporating a
space and whilst the main fire pumps are isolated shut-off.

Chapter 10
6.5 Fire extinguishers medium into the machinery space from an external
location whilst maintaining the fire integrity of the
6.5.1 Approved types machinery space boundaries.
6.5.1.1 All fire-extinguishers are to comply with the 6.6.2 Machinery spaces in service craft which are
requirements of Part 6, Chapter 8, Section 4 of Rules constructed mainly or wholly of fibre-reinforced
and Regulations for the Construction and plastic or wood
6.6.2.1 Machinery spaces containing internal
6.5.2 Location combustion machinery, in addition to compliance
with 6.6.1 are to be provided with any one of the
6.5.2.1 The extinguishers are to be stowed in readily fixed fire-extinguishing systems as per Part 6,
accessible positions. Chapter 8, Section 5 of the Rules and Regulations
6.5.2.2 One of the portable fire-extinguishers Ships, except that use of halon as fire extinguishing
intended for use in any space is to be stowed near medium is not permitted.
the entrance to that space.
6.6.3 Fire-extinguishing appliances in other
6.5.3 Portable fire-extinguishers in accommo- machinery spaces
dation spaces, service spaces and control stations
6.6.3.1 Where a fire hazard exists in any machinery
6.5.3.1 Accommodation spaces, service spaces and space for which no specific provisions for fire
control stations are to be provided with a sufficient extinguishing appliances are prescribed in 6.6.1 and
number of portable fire extinguishers to ensure that 6.6.2 there are to be provided in or adjacent to, that
at least one extinguisher will be readily available for space a satisfactory number of approved portable
use in every compartment. fire extinguishers or other approved means of fire
extinction.
6.6 Fire extinguishing arrangements in
machinery spaces 6.6.4 Fixed fire extinguishing systems not
required by this section
6.6.1 Machinery space of category A
6.6.4.1 Where a fixed fire extinguishing system not
6.6.1.1 Machinery spaces of category A are to be required by this section is installed, the arrangement
provided with: will be specially considered.
a) An approved foam type fire extinguisher of at 6.6.5 Machinery spaces with electrical
least 45 litre capacity or equivalent to enable installations
foam or its equivalent to be directed on to any
part of the fuel and lubricating oil pressure 6.6.5.1 Machinery spaces with electrical installations
systems, gearing and other fire hazards. Where are to be provided with one or more extinguishers
the size of the machinery space makes the suitable for extinguishing electrical fire as deemed
provision of a 45 litre fire extinguisher necessary. One or more of the fire extinguishers
impracticable an additional number of portable required by this section may be of the type required
extinguishers may be provided in lieu. by this paragraph.
b) At least two portable foam extinguishers or 6.7 Special arrangements in machinery spaces
equivalent. Where internal combustion
machinery is installed an additional portable 6.7.1 This section applies to machinery spaces of
extinguisher is to be provided for every 375 kW category A and where necessary to other
of power output, but the number of such machinery spaces
additional extinguishers need not exceed five.
6.7.1.1 The number of openings to machinery spaces
6.6.1.2 Where the size of the machinery space are to be reduced to a minimum consistent with the
precludes access under normal operating conditions, needs of ventilation and the proper and safe working
provisions is to be made to inject the extinguishing of the craft.

Page 39 of 41
firemans outfits complying with the requirements of

6.7.1.2 Openings are to be provided with closing 2.12. Special consideration will be given where this
appliances constructed so as to maintain the fire is considered to be excessive due to the general
integrity of the machinery space boundaries. arrangement.
6.7.1.3 Windows are not to be fitted in machinery 6.9.1.2 Every craft is to be provided with at least one
space boundaries. This does not preclude the use of firemans axe in easily accessible location.
glass in control rooms within machinery spaces.
6.10 Miscellaneous items
6.7.1.4 Means of control are to be provided for:
6.10.1 Penetrations
a) closure of openings which normally allow
exhaust ventilation and closure of ventilator 6.10.1.1 Where A class divisions are penetrated for
dampers; the passage of electric cables, pipes, trunks, ducts,
b) permitting the release of smoke; etc., or for girders, beams or other structural
c) closing power operated doors or actuating members, arrangements are to be made to ensure
release mechanism on doors other than power that the fire resistance is not impaired.
operated water tight doors;
d) stopping ventilating fans; and 6.10.1.2 Where B class divisions are penetrated for
e) stopping forced and induced draught fans, oil the passage of electric cables, pipes, trunks, ducts,
fuel transfer pumps, oil fuel unit pumps and etc., or for the fitting of ventilation terminals,
other similar fuel pumps. lighting fixtures and similar devices, arrangements
are to be made to ensure that the fire resistance is
6.7.1.5 The controls required in 6.7.1.4 and Chapter not impaired.
11, Section 3 are to be located outside the space
concerned, where they will not be cut off in the 6.10.2 Materials
event of fire in the space they serve.
6.10.2.1 Pipes penetrating A or B class divisions
6.8 Arrangement of oil fuel, lubricating oil and are to be of approved materials having regard to the
other flammable oils temperature such divisions are required to withstand.
6.8.1 Oil fuel arrangements 6.10.2.2 Pipes conveying oil or combustible liquids
through accommodation and service spaces are to be
6.8.1.1 In craft in which oil fuel is used, the of approved materials having regard to the fire risk.
arrangements for the storage, distribution and
utilization of the oil fuel are to be such as to ensure 6.10.2.3 Materials readily rendered ineffective by
the safety of the craft and persons on board. For heat are not to be used for overboard scuppers,
details see Chapter 11, Section 3. sanitary discharges, and other outlets which are
close to the water line and where the failure of the
6.8.1.2 Oil fuel tanks situated within the boundaries material in the event of fire would give rise to
of machinery spaces of category A are not to contain danger of flooding.
oil fuel having a flash-point of less than 60oC.
6.10.3 Waste receptacles
6.8.2 Prohibition of carriage of flammable oils in
forepeak tanks 6.10.3.1 All waste receptacles are to be constructed
of non-combustible materials with no openings in
6.8.2.1 Oil fuel, lubricating oil and other flammable the sides or bottom.
oils are not to be carried in forepeak tanks.
6.10.4 Surface of insulation
6.10.4.1 In spaces where penetration of oil product
6.9.1 Application is possible, the surface of insulation is to be
impervious to oil or oil vapours. Insulation
6.9.1.1 All craft having enclosed spaces which are boundaries are to be arranged to avoid immersion in
normally accessible are to carry at least two oil spillages so far as is practicable.

Chapter 10
6.10.5 Foam concentrates permitted to have B-0 fire integrity, the applicable
fire exposure is to be one half-hour.
6.10.5.1 Foam concentrates carried for use in fixed
foam fire extinguishing systems are to be of an 6.11.1.2 Crowns and casings of machinery spaces of
approved type. They are to be tested at least twice Category A and lockers containing paint and
during each five year period to verify that they flammable liquid are to be A class divisions and
remain fit for service. Evidence in the form of a adequately insulated to take account of the fire risk
report from the foam manufacturer or an in adjacent spaces. Openings therein, if any, are to
independent laboratory will be accepted. be suitably arranged and protected to prevent the
spread of fire.
6.10.6 Protection of paint lockers and flammable
liquid lockers 6.11.1.3 Decks and bulkheads separating machinery
spaces other than category A, from control stations,
6.10.6.1 Paint lockers and flammable liquid lockers from each other and from accommodation and
of deck area 4 m2 or over, are to be provided with a service spaces are to be constructed to B-15 class
fixed fire extinguishing system enabling the crew to standard. In addition, machinery space boundaries
extinguish a fire without entering the space. One of are to prevent the passage of smoke. Doors and other
the following systems is to be provided: openings in such bulkheads and decks are to be
constructed so as to provide protection in resisting
a) A carbon dioxide system designed for 40 per fire, equivalent to the surrounding structure.
cent of the gross volume of the space.
b) A dry powder system designed to discharge 0.5 6.11.1.4 Bulkheads of corridors serving
kg powder per cubic metre of gross volume of accommodation spaces, service spaces and control
the space. stations are to extend from deck to deck unless
c) A water spray system designed to give a continuous B class ceilings are fitted on both sides
coverage of five litres per square metre of deck of the bulkhead in which case the bulkhead may
area per minute. Water spray systems may be terminate at the continuous ceiling and, together
connected to the fire main. with decks, they are to be constructed to at least B-
0 standard. Doors and other openings in such
Consideration will be given to the acceptance of bulkheads and decks are to be constructed so as to
other arrangements, which provide equivalent provide protection in resisting fire equivalent to the
protection. surrounding structure.
6.10.6.2 Lockers having a deck area less than 4 m2 6.11.1.5 Interior stairways serving machinery
may be protected by carbon dioxide or dry powder spaces, accommodation spaces, service spaces or
portable extinguishers located near the entrance to control stations are to be of steel or other equivalent
the locker. material.
6.10.7 Fire control plan 6.11.1.6 The number of openings in the bulkheads
and decks referred to in 6.11.1.3 and 6.11.1.4 above
6.10.7.1 Fire control plans are to meet the are to be as few as reasonably practicable.
requirements of 2.11.
6.11.1.7 Primary deck coverings within
6.11 Fire safety measures for the craft accommodation spaces, service spaces and control
stations are to be of a type which will not readily
6.11.1 Structure ignite.
6.11.1.1 The hull, superstructure, structural 6.11.1.8 Non-combustible insulation is to be fitted in

bulkheads, decks and deckhouses are to be machinery spaces and other compartments
constructed of steel or other equivalent material. For containing high fire risks. Elsewhere combustible
the purpose of applying the definition of steel or insulation may be used provided it is totally
other equivalent material as given in 2.4.6 the enclosed by cladding, the exposed surfaces of which
applicable fire exposure is to be according to the have low flame spread characteristics.
integrity and insulation standards given in 6.11.1.3
and 6.11.1.4, for example where divisions are

Page 41 of 41
6.11.1.9 Paints, varnishes and other finishes used on 6.11.2.6 Ventilation systems serving machinery
exposed interior surfaces are to be of low flame spaces are to be independent of systems serving
spread type, that is, to adequately restrict the spread other spaces.
of flame on such surfaces.
6.11.3 Means of escape
6.11.1.10 Paints, varnishes and other finishes used
on exposed interior surfaces are not to be capable of 6.11.3.1 Stairways, ladders and corridors serving
producing excessive quantities of smoke or toxic crew spaces and other spaces to which the crew
gases or vapours. normally have access are to be arranged so as to
provide ready means of escape to a deck from which
6.11.2 Ventilation systems disembarkation may be effected.
6.11.2.1 Ventilation fans are to be capable of being 6.11.3.2 Where reasonable and practicable and
stopped and main inlets and outlets of ventilation having regard to the number of crew and size of
systems closed from outside the spaces being served. space, at least two means of escape, one of which
may be the normal means of access, as widely
6.11.2.2 Ventilation openings may be fitted in the separated as possible are to be provided from each
lower parts of the doors in corridor bulkheads. section of accommodation and service spaces.
Ventilation grills are to be of non-combustible Normal means of access to accommodation and
material. The total net area of any such openings is service spaces below the open deck is to be arranged
not to exceed 0.05 m2. so that it is possible to reach the open deck without
passing through intervening spaces containing a
6.11.2.3 Ventilation ducts for main machinery possible source of fire. The second means of escape
spaces are not in general to pass through may be through portholes or hatches of adequate
accommodation spaces, service spaces or control size and preferably leading directly to the open deck.
station unless the ducts are constructed of steel and
arranged to preserve the integrity of the division. 6.11.3.3 Except where the smallness of the
machinery spaces makes it impracticable at least two
6.11.2.4 Ventilation ducts of accommodation spaces, means of escape, one of which may be the normal
service spaces or control stations are not in general means of access are to be provided by steel ladders
to pass through main machinery spaces unless the and should be as widely separated as possible.
ducts are constructed of steel and arranged to
preserve the integrity of the division. 6.11.4 Arrangements for gaseous fuel for
domestic purposes
6.11.2.5 Store-rooms containing highly flammable
products are to be provided with ventilation 6.11.4.1 Where gaseous fuel is used for domestic
arrangements which are separate from other purposes the arrangements for the storage,
ventilation systems. Ventilation is to be arranged at distribution and utilization of the fuel is to be such
high and low levels and the inlets and outlets of that, having regard to the hazards of fire and
ventilators should be positioned in safe areas and explosion which the use of such fuel may entail, the
fitted with spark arresters. safety of the craft and the persons on board is
preserved. The installation is to be in accordance
with recognised National or International Standards.
End of Chapter

Page 1 of 24
Chapter 11
Piping Systems
Contents
Section
1 Material and Design Requirements
2 Bilge, Ballast, Air Pipes and Sounding Systems
3 Machinery Piping Systems
Section 1
Material and Design Requirements
1.1 General 1.1.2.4 The requirements for plans and information

for the fire-fighting systems are given in Chapter 10.
1.1.1 Application
1.2 Carbon and Low Alloy Steels
This section is to be read in conjunction with the
requirements of Part 4, Chapter 2 of Rules and 1.2.1 General
of Steel Ships. 1.2.1.1 The minimum thickness of steel pipes is to
be determined by the formulae given in Part 4,
1.1.2 Plans and information Chapter 2, Section 1.7 of Rules and Regulations for
the Construction and Classification of Steel Ships
1.1.2.1 At least three copies of the following plans except that in no case it is to be less than that shown
and information are to be submitted. in Table 1.2.1.
1.1.2.2 The following diagrammatic plans including Table 1.2.1 : Minimum thickness for steel pipes
details of the material and pipe
dimensions/thickness: External diameter D Min. pipe thickness
mm mm
Bilge and ballast system including the capacities 10.2 - 12 1.6
of the pumps on bilge service; 13.5 19 1.8
Oil fuel, lubricating oil, hydraulic oil and other 20 44.5 2.0
flammable liquid systems; 48.3 63.5 2.3
Compressed air system for main and auxiliary 70 82.5 2.6
services; 88.9 108 2.9
Steam systems with a design pressure above 7 114.3 127 3.2
bar; 133 139.7 3.6
Cooling water systems for main and auxiliary 152.4 168.3 4.0
essential services. 177.8 and over 4.5
NOTES:
1.1.2.3 Design details of the following components: 1. The thickness of air, overflow and sounding pipes
for structural tanks is to be not less than 4.5 mm.
a) flexible hoses; 2. The thickness of bilge, ballast and general sea
b) sounding devices; water pipes is to be not less than 4.0 mm.
c) resiliently seated valves; 3. The thickness of bilge, air, overflow and sounding
d) expansion joints; pipes through ballast and oil fuel tanks, ballast lines
e) components of an unusual or novel nature. through oil fuel tanks and oil fuel lines through
ballast tanks is to be not less than 6.3 mm.

Chapter 11
Page 2 of 24 Piping Systems
4. For air, bilge, ballast, oil fuel, overflow, sounding 1.2.2.2 Where pipes are joined by welding a suitable
and venting pipes as mentioned in notes 1 to 3, number of flanged joints are to be provided at
where the pipes are efficiently protected against suitable positions to facilitate installation and
corrosion the thickness may be reduced by not more removal for maintenance.
than 1 mm.
5. For air and sounding pipes the minimum 1.2.2.3 Where welded pipes are protected against
thickness applies to the part of the pipe outside the corrosion then the corrosion protection is to be
tank but not exposed to weather. The section of pipe applied after welding or the corrosion protection is
exposed to weather may be required to be suitably to be made good in way of the weld damaged area.
increased in thickness in accordance with statutory
and loadline requirements as applicable. 1.2.2.4 Where it is not possible to make good the
corrosion protection of the weld damaged area, then
1.2.1.2 For pipes passing through tanks, where the the pipe is to be considered to have no corrosion
thickness has been calculated in accordance with protection.
Part 4, Chapter 2, Section 1.7 of Rules and
Regulations for the Construction and Classification 1.2.3 Welded on flange joints
of Steel Ships, an additional corrosion allowance is
to be added to take account of external corrosion; 1.2.3.1 Welded on flange joints are to be as per Part
the addition will depend on the external medium and 4, Chapter 2, Section 2.3 of the Rules and
the value is to be in accordance with Table 1.2.2. Regulations for the Construction and Classification
of Steel Ships.
Table 1.2.2 : Values of corrosion allowance (c) for
steel pipes 1.2.4 Screwed fittings
Piping Service C [mm] 1.2.4.1 Screwed fittings including compression

Saturated steam systems 0.8 fittings may be used in piping systems not exceeding
Compressed air systems 1.0 41 mm outside diameter.
Hydraulic oil systems 0.3
Lubricating oil systems 0.3 1.2.5 Parallel threaded sleeve joints
Fuel oil systems 1.0
1.2.5.1 Threaded sleeve joints in accordance with
Refrigerating plants 0.3
National or other established standards may be used
Fresh water systems 0.8
within the limits given in Table below. They are not
Sea water systems in general 3.0
to be used in piping systems conveying flammable
liquids.
1.2.1.3 Where the pipes are efficiently protected
Limiting design conditions for threaded sleeve
against corrosion, the corrosion allowance (c) may,
joints
be reduced by not more than 50 percent.
Nominal Maximum Maximum
bore pressure temperature
1.2.2 Steel pipe joints o
[mm] Bar C
1.2.2.1 Joints in steel pipelines may be made by: 25 12.0 260
> 25 40 10.0 260
Screwed on or welded on bolted flanges; > 40 80 8.5 260
Butt welds between pipes or between pipes and > 80 100 7.0 260
valve chests;
Socket welded joints (upto 60.3 mm outside 1.2.6 Socket weld joints
diameter);
Threaded sleeve joints (parallel thread) (see also 1.2.6.1 Socket weld joints may be used with carbon
1.2.5); steel pipes not exceeding 60.3 mm outside diameter.
Special types of approved joints that have been Socket weld fittings are to be of forged steel and the
shown to be suitable for the design conditions material is to be compatible with the associated
(see also 1.2.4). piping. Such joints are not to be used where fatigue,

Page 3 of 24
severe erosion or crevice corrosion is expected to

occur. Table 1.3 1 : Minimum thickness for
stainless steel pipes
1.2.6.2 The thickness of the socket weld fittings is to
meet the requirements of Part 4, Chapter 2, Section Standard pipe sizes Minimum nominal
1.7 of Rules and Regulations for the Construction (outside diameter) thickness [mm]
and Classification of Steel Ships, but is to be not [mm]
less than 1.25 times the nominal thickness of the 8.0 to 10.0 0.8
pipe or tube. The diametrical clearance between the 12.0 to 20.0 1.0
outside diameter of the pipe and the bore of the 25.0 to 44.5 1.2
fitting is not to exceed 0.8 mm and a gap of 50.0 to 76.1 1.5
approximately 1.5 mm is to be provided between the 88.9 to 108.0 2.0
end of the pipe and the bottom of the socket. 133.0 to 159.0 2.5
193.7 to 267.0 3.0
1.2.6.3 The leg lengths of the fillet weld connecting 273.0 to 457/2 3.5
the pipe to the socket weld fitting are to be such that
the throat dimension of the weld is not less than the
1.3.1.3 Joints in stainless steel pipe work may be
nominal thickness of the pipe or tube.
made by any of the techniques described in 1.2.2 to
1.2.4.
1.2.7 Welded sleeve joints
1.3.1.4 Where pipe work is butt welded, this should
1.2.7.1 Welded sleeve joints may be used in Class
preferably be accomplished without the use of
III systems only, subject to the restrictions and
backing rings, in order to eliminate the possibility of
general dimensional requirements given in 1.2.6 for
crevice corrosion between the backing ring and pipe.
socket weld joints.
1.4 Aluminium Alloy
1.2.7.2 The pipe ends are to be located in the centre
of the sleeve with a 1.5 to 2.0 mm gap.
1.4.1 General
1.3 Stainless Steel
1.4.1.1 The use of aluminium alloy material in Class
III piping systems will be considered in relation to
1.3.1 General
the fluid being conveyed and operating conditions of
temperature and pressure.
1.3.1.1 Stainless steels may be used for a wide range
of services and are particularly suitable for use at
1.4.1.2 In general, aluminium alloy may be used for
elevated temperatures. Austenitic steels may not be
air and sounding pipes for water tanks and dry
used in polluted stagnant sea water. Steel of
spaces providing it can be shown that pipe failure
specifications 316L or better may give superior
will not cause a loss of integrity across watertight
results in circulating clean sea water.
divisions. In craft of aluminium construction,
aluminium alloy may also be used for air and
1.3.1.2 The minimum thickness of stainless steel
sounding pipes for oil fuel, lubricating oil and other
pipes is to be determined from the formula given in
flammable liquid tanks provided the pipes are
Part 4, Chapter 2, Section 1.7 of Rules and
suitably protected against the effects of fire.
of Steel Ships, using a corrosion allowance of 0.8
1.4.1.3 Aluminium alloy pipes are not to be used in
mm. Values of the 0.2 percent proof stress and
machinery spaces or cargo holds for conveying oil
tensile strength of the material for use in this
fuel, lubricating oil or other flammable liquids, or
formula may be obtained from Part 2 of Rules and
for bilge suction pipe work within machinery spaces.
Aluminium alloy pipes are not acceptable for fire
of Steel Ships, except that in no case it is to be less
extinguishing pipes unless they are suitably
than that shown in Table 1.3.1.
protected against the effect of heat.

Chapter 11
1.4.1.4 The minimum thickness of aluminium alloy 1.5.2 Valves with remote control
pipe is to be not less than that shown in Table 1.4.1.
1.5.2.1 All valves which are provided with remote
Table 1.4.1 : Minimum thickness of control are to be arranged for local manual
aluminium pipes operation, independent of the remote operating
mechanism.
Nominal pipe size Min. wall thickness
[mm] [mm] 1.5.2.2 In the case of valves which are required by
10 1.7 the Rules to be provided with remote control,
15 2.1 opening and/or closing of the valves by local manual
20 2.1 means is not to render the remote control system
25 2.8 inoperable.
40 2.8
50 2.8 1.5.3 Resiliently seated valves
80 3.0
100 3.0 1.5.3.1 Resiliently seated valves are not to be used in
oil fuel, lubricating oil or other flammable liquid
150 3.4
systems where failure of the non-metallic seal would
200 3.8
result in external leakage or allow oil to escape from
250 and over 4.2
a storage or daily service tank.
1.4.1.5 Design requirements for aluminium pressure 1.5.3.2 Where the valves are of the diaphragm type,
pipes for design pressures greater than 7 bar will be they are not acceptable as shut off valves at the shell
specially considered. plating.
1.4.1.6 Attention is drawn to the susceptibility of 1.5.3.3 Resiliently seated valves are not to be used in
aluminium to corrosion in the region of welded main or auxiliary machinery spaces as branch or
connections. direct bilge suction valves or as pump suction valves
from the main bilge line (except where the valve is
1.5 Requirements for Valves located in the immediate vicinity of the pump).
Where they are used in other locations and within
1.5.1 General auxiliary machinery spaces having little or no fire
risk they should be of approved fire safe type and
1.5.1.1 All valves are to be so constructed as to used in conjunction with a non-return valve.
prevent the possibility of valve covers or glands
being slackened back or loosened when the valves 1.5.3.4 Resiliently seated valves are not acceptable
are operated. for use in fire water mains unless they have been
satisfactorily fire tested.
1.5.1.2 All valves are to be arranged to shut with a
right-hand (clockwise) motion of the wheels and are 1.6 Requirements for Flexible Hoses
to be provided with indicators showing whether they
are open or shut unless this is readily obvious. 1.6.1 General
1.5.1.3 Valves and cocks are to be fitted with legible 1.6.1.1 Short joining lengths of flexible hoses of
nameplates and unless otherwise specifically approved type may be used, where necessary to
mentioned in the Rules the valves and cocks are to accommodate relative movement between various
be fitted in places where they are at all times readily items of machinery connected to permanent piping
accessible. systems.
1.5.1.4 Additional requirements for ship side valves 1.6.1.2 The use of worm-drive or similar hose clips
are given in Part 4, Chapter 3, Section 1.5 of Rules as a means of securing the ends of hoses is restricted
and Regulations for the Construction and to systems with a working pressure of less than 7 bar
Classification of Steel Ships. and for fluids other than oil fuel, lubricating oil,
other flammable liquids and compressed air. The
clips are to be of stainless steel and doubled at each

Page 5 of 24
connection. Means are to be provided to prevent the 1.9 Requirements for Crafts with LC or
pipe from pulling out of the hose when under HSLC Notation
pressure.
1.9.1 General
1.6.1.3 Prototype pressure tests are to be carried out
on each new type of hose, complete with end 1.9.1.1 The requirements of all previous sub-
fittings, and in no case is the bursting pressure to be sections and Part 4, Chapter 2, Rules and
less than five times the maximum working pressure Regulations for the Construction and Classification
in service. of Steel Ships apply, except where modified by this
sub-section.
1.6.1.4 Attention is to be given to any statutory
requirements of the National Authority of the 1.9.2 Details to be submitted
country in which the craft is to be registered. Such
requirements may include a fire test for hoses that 1.9.2.1 Details of oil fuel storage tanks over 0.25 m3,
are intended to be used in systems conveying where these do not form part of the structure of the
flammable liquids or sea water. craft, are to be submitted.
1.6.2 Applications for rubber hoses 1.9.2.2 Details of flexible hoses, sounding device,
resiliently seated valves and expansion joints not
1.6.2.1 Synthetic rubber hoses, with integral cotton required.
or similar braid reinforcement, may be used in fresh
and sea water systems (except fire extinguishing salt 1.9.3 Materials
water service).
1.9.3.1 Materials for which no provision is made in
1.6.2.2 Synthetic rubber hoses for use in bilge, this chapter may be accepted provided that they
ballast, compressed air, oil fuel, lubricating oil and comply with an acceptable National or International
other flammable liquid systems are to have single or Standard and are satisfactorily tested as may be
double closely woven integral wire braid considered necessary. Manufacturers materials test
reinforcement or be otherwise inherently fire certificates are not required unless the material is of
resistant and of approved fire tested type. unusual or special specification.
1.6.2.3 Hoses for use in the fuel supply to burners 1.9.3.2 Shell valves and cocks, inlet chests, distance
are to have external wire braid protection. pieces and other sea connections are to be of steel,
bronze or other approved ductile material. Due
1.7 Copper and Copper Alloy attention is to be paid to the compatibility of the
material with that of the shell.
1.7.1 Copper and copper alloy pipes refer to Part 4,
Chapter 2, Section 3 of the Rules and Regulations 1.9.4 Aluminium alloy
Ships. 1.9.4.1 Paragraph 1.4.1.3 does not apply providing
the material is of high strength type.
1.8 Plastic Pipes
1.9.4.2 Aluminium alloy pipes may be used for fire-
1.8.1 Refer to Part 4, Chapter 2, Section 5 of the fighting systems outside machinery spaces in
Rules and Regulations for the Construction and locations of low fire risk.

Chapter 11
Section 2
Bilge, Ballast, Air Pipes and Sounding Systems
2.1 Application from positions which are readily accessible in case

of influx of water to the compartment.
2.1.1 This section applies to crafts required to
comply with HSC Code. 2.2.1.7 Valve hand wheels and cock handles are to
be suitably retained on the spindles. Means are to be
2.1.2 Requirements for non-passenger craft of less provided to indicate whether the valve or cock is
than 150 GT not required to comply with the HSC open or closed.
Code are given in Section 2.13.
2.2.1.8 The scantlings of valves and valve stools
2.1.3 Requirements for non-passenger craft of 150 fitted with steam or compressed air clearing
GT or more not required to comply with the HSC connections are to be suitable for the maximum
Code are given in Section 2.14. pressure to which the valves and stools may be
subjected.
2.1.4 For non-HSC passenger crafts refer to the
Rules and Regulations for the Construction and 2.3 Bilge Pumping and Drainage Systems
2.3.1 General
2.2 Shell Valves and Fittings (other than those on
scuppers and sanitary discharges) 2.3.1.1 Arrangements are to be made for draining all
watertight compartments other than those intended
2.2.1 Construction for permanent storage of fluids. Where drainage is
not considered necessary, drainage arrangements
2.2.1.1 All sea inlet and overboard discharge pipes may be omitted provided the safety of the craft is not
are to be fitted with valves or cocks secured direct to impaired.
the shell or to fabricated water boxes attached to the
shell. 2.3.1.2 Pumping arrangements are to be provided
having suctions and means of drainage so arranged
2.2.1.2 Distance pieces of short rigid construction that any water within any watertight compartment of
and made of approved material may be fitted the craft or any watertight section of any
between the valve and shell. The thickness of such compartment, can be pumped out through at least
pipes, is to be equivalent to shell thickness. one suction under all possible conditions of list and
trim in the maximum assumed damage condition.
2.2.1.3 The arrangements are to be such that the
section of pipe immediately inboard of the shell 2.3.1.3 The bilge pumping system is to be designed
valve may be removed without affecting the to prevent water flowing from one watertight
watertight integrity of the hull. compartment to another. The necessary valves for
controlling the bilge suctions are to be capable of
2.2.1.4 The valves are to be in accordance with the being operated from above the watertight deck.
general requirements for valves given in sub-section
1.5. 2.3.1.4 Where a bilge main is not fitted and a
compartment is served by a fixed submersible pump
2.2.1.5 Shell valves are to be manufactured from in accordance with sub-section 2.9, then an
non-heat sensitive materials and tested in accordance additional emergency means of pumping out the
with the appropriate requirements of Part 2. Where compartment is to be provided.
the valves are manufactured from spheroidal or
nodular graphite cast iron they are to be produced at 2.3.1.5 Small compartments may be drained by
an approved work. Grey cast iron is not acceptable. individual hand pump suctions.
2.2.1.6 Shell valves are to be fitted in accessible 2.3.1.6 The intactness of watertight bulkheads is not
positions and are to be capable of being operated to be impaired by the fitting of scuppers discharging

Page 7 of 24
to machinery spaces or tunnels from adjacent 2.5.2 As an alternative to 2.5.1, or in compartments

compartments situated below the highest watertight other than machinery spaces, the emergency bilge
deck. pumping arrangements may be provided by a
portable submersible self-priming pump of capacity
2.3.1.7 Any unattended space for which bilge not less than that required by sub-section 2.7.3.5.
pumping arrangements are required is to be provided
with a bilge level alarm. 2.5.3 The pump referred to in 2.5.2 together with its
suction and delivery hoses is to be stored in a locker
2.4 Bilge Drainage of Machinery Spaces with a marked For emergency use only and is to be
Propulsion Prime Mover available for immediate use. Arrangements to
facilitate safe handling under adverse conditions are
2.4.1 General to be provided. If the pump is electrically driven it is
to be supplied from the emergency switchboard.
2.4.1.1 The bilge drainage arrangements are to
comply with sub-section 2.3, except that the 2.6 Size of Bilge Suction Pipes
arrangements are to be such that any water which
may enter this compartment can be pumped out 2.6.1 Bilge main
through at least two bilge suctions under all possible
conditions of list and trim in the maximum assumed 2.6.1.1 Where a bilge main is fitted, its internal
damage condition. diameter dm is to be not less than that required by the
following formula:
2.4.1.2 Where a bilge main is fitted, one of the
suctions referred to in 2.4.1.1 is to be a branch bilge dm = 1.68 {L (B + D)} + 25 [mm]
suction i.e. a suction connected to the bilge main.
The second bilge suction is to be a direct bilge where,
suction as detailed in 2.7.6.
B = moulded breadth of the craft [m] for monohull
2.4.1.3 Where a bilge main is not fitted, the branch = moulded breadth of a hull at or below the design
bilge suction referred to in 2.4.1.2 may be replaced waterline [m] for multihull
by a suction from a submersible bilge pump. The D = moulded depth to the watertight deck [m]
second bilge suction is to be either a second L = length of craft [m] as defined in Chapter 1.
submersible bilge pump or a direct bilge suction as
detailed in 2.7.6. 2.6.1.2 The actual internal diameter of the bilge
main may be rounded off to the nearest pipe size of
2.4.1.4 The emergency bilge drainage arrangements recognised standard, but dm is in no case to be less
detailed in sub-section 2.5 are to be provided where than 50 [mm].
either 2.4.1.2 or 2.4.1.3 applies.
2.6.2 Branch bilge suctions
2.4.2 Additional bilge suctions
2.6.2.1 The diameter db of branch bilge suction pipes
2.4.2.1 Additional bilge suctions may be required for is to be not less than that required by the following
the drainage of wells or other recesses. formula:
2.5 Emergency Bilge Drainage db = 2.15 {C (B + D)} + 25 [mm]
2.5.1 In machinery spaces the emergency bilge Where,

suction required by 2.3.1.4 and 2.4.1.4 is to be led to
the largest available power pump other than a bilge B & D = are as defined in 2.6.1.1
pump, propulsion pump or oil pump, from a suitable C = length of compartment [m].
low level in the machinery space and is to be fitted
with a screw down non-return valve with an 2.6.2.2 The actual internal diameter of branch bilge
extended spindle and hand wheel situated above the suction pipes may be rounded off to the nearest pipe
floor plating. size of a recognised standard, but db is in no case to
be less than 25 mm.

Chapter 11
2.7 Pumps on Bilge Service 2.7.3.3 Where one bilge pumping unit is of slightly
less than Rule capacity, the deficiency may be made
2.7.1 Number of pumps good by an excess capacity of the other unit. In
general, the deficiency is to be limited to 30 percent.
2.7.1.1 For craft fitted with a bilge main, at least two
power bilge pumping units are to be provided. One 2.7.3.4 Where fixed submersible bilge pumps are
of these units may be worked from the main engines fitted, the total capacity Qt of the pumps is to be not
and the other is to be independently driven. less than that required by the following formula:
2.7.1.2 Each unit may consist of one or more pumps 13.8 2 3

connected to the main bilge line, provided that their Qt = . d [m /hr]
3 m
combined capacity is not less than that required by 10
2.7.3.2.
where,
2.7.1.3 A bilge ejector in combination with a high
pressure sea-water pump may be accepted as a dm is as defined in 2.6.1.1;
substitute for an independent bilge pump as required
by 2.7.1.1. Qn = Rule minimum total capacity in m3/hour.
2.7.1.4 For craft fitted with fixed submersible bilge 2.7.3.5 The capacity Qn of each submersible bilge
pumps, one pump is to be provided for each pump is to be not less than that required by the
watertight compartment. following formula:
2.7.1.5 For the bilge pumping requirements for Qt 3

multi-hull craft, see sub-section 2.11. Qn = [m /hr]
(N 1)
2.7.2 General service pumps
where,
2.7.2.1 The bilge pumping units or pumps required
by 2.7.1 may also be used for ballast, fire or general N = number of fixed submersible pumps
service duties of an intermittent nature, but they are
to be immediately available for bilge duty when Qt is as defined in 2.7.3.4.
required. For the use of bilge pumping units for fire-
extinguishing duties, see Chapter 10. Qn = rule minimum submersible pump capacity in
m3/hour
2.7.3 Capacity of pumps
Qn is in no case to be less than 8 m3/hour.
2.7.3.1 Each bilge pumping unit is to be connected
to the bilge main and is to be capable of giving a 2.7.4 Self-priming pumps
speed of water through the Rule size of bilge main
of not less than 2 m/s. 2.7.4.1 All power pumps which are essential for
bilge services are to be of the self-priming type,
2.7.3.2 To achieve the flow velocity required by unless an approved central priming system is
2.7.3.1, the capacity Q of each bilge pumping unit or provided for these pumps.
bilge pump is to be not less than that required by the
following formula: 2.7.5 Pump connections
Q = (5.75/103 ) x dm2 [m3/hour] 2.7.5.1 The connections at the bilge pumps are to be
such that one unit may continue in operation when
where, the other unit is being opened up for overhaul.
dm is as defined in 2.6.1.1; 2.7.5.2 Pumps required for essential services are not
to be connected to a common suction or discharge
Q = Rule minimum capacity in m3/hour. chest or pipe unless the arrangements are such that

Page 9 of 24
the working of any pumps so connected is b) Direct bilge suctions and bilge pump
unaffected by the other pumps being in operation at connections to main bilge line within machinery
the same time. spaces.
2.7.6 Direct bilge suctions 2.8.3 Isolation of bilge system
2.7.6.1 The direct bilge suction in the machinery 2.8.3.1 Bilge suction pipes are to be entirely separate
space required by 2.4.1.2 and referred to in 2.4.1.3 is from sea inlet pipes or from pipes which may be
to be led to an independent power pump and the used for filling or emptying spaces where water or
arrangements are to be such that the direct suction oil is carried.
can be used independently of the main bilge line
suctions. 2.8.4 Bilge suction strainers
2.7.6.2 The machinery space direct bilge suction is 2.8.4.1 The open ends of bilge suctions are to be
not to be of a diameter less than required for the enclosed in strum boxes having perforations of not
machinery space branch bilge suction and arranged more than 10 mm diameter, whose combined area is
as detailed in 2.7.6.1. not less than twice that required for the suction pipe.
The boxes are to be so constructed that they can be
2.8 Bilge Main Arrangements and Materials cleared without breaking any joint of the suction
pipe.
2.8.1 General
2.9 Submersible Bilge Pump Arrangements
2.8.1.1 Bilge mains, branch bilge suctions and bilge
overboard discharge arrangements within machinery 2.9.1 General
spaces are to be of steel or other equivalent material.
2.9.1.1 Arrangements are to be such that at least two
2.8.1.2 Where bilge suction pipe work outside automatic non-return devices are fitted between the
machinery spaces is manufactured from material overboard discharge and the watertight space being
sensitive to heat then the arrangements are to be served by the pump.
such that pipe failure in one compartment will not
render the bilge suction pipe work in another 2.9.1.2 One of these devices is to be an automatic
compartment inoperable. non-return valve situated at or near the shell and the
other may be a pipe work loop taken up to the
2.8.1.3 Bilge pipe work is to be mounted inboard highest practicable point below the watertight deck.
such that in the event of the maximum assumed The arrangements are to be effective in the
damage the pipe work will remain intact. maximum assumed damaged condition.
2.8.2 Prevention of communication between 2.10 Air, Overflow and Sounding Pipes
compartments
2.10..1 Air pipes
2.8.2.1 The arrangement of valves, cocks and their
connections is to be such as to prevent the 2.10.1.1 Air pipes are to be fitted to all tanks,
possibility of one watertight compartment being cofferdams, tunnels and other compartments which
placed in communication with another, or of dry are not fitted with alternative ventilation
cargo spaces, machinery spaces or other dry arrangements.
compartments being placed in communication with
the sea or with tanks. For this purpose, screw-down 2.10.1.2 Air pipes are to be fitted at the opposite end
non-return valves are to be provided in the following of the tank to that which the filling pipes are placed
fittings: and at the highest part of the tank. Where the tank
top is of unusual or irregular profile, special
a) Bilge valve distribution chests within machinery consideration will be given to the number and
spaces; position of the air pipes.

Chapter 11
2.10.1.3 Air pipes to oil fuel, lubricating oil and 2.10.6 Size of air pipes
other tanks containing flammable liquids which are
located in or pass through compartments of high fire 2.10.6.1 For every tank which can be filled by
risk or on open deck are to be of steel or other onboard pumps, the total cross-sectional area of the
equivalent material. air pipes and the air pipe closing devices is to be
such that when the tank is overflowing at the
2.10.2 Termination of air pipes maximum pumping capacity available for the tank, it
will not be subjected to a pressure greater than that
2.10.2.1 Air pipes to double bottom tanks, deep for which it is designed.
tanks extending to the shell plating, or tanks which
can be run up from the sea are to be led to above the 2.10.6.2 In all cases, whether a tank is filled by
watertight deck. Air pipes to oil fuel tanks, onboard pumps or other means, the total cross-
cofferdams and all tanks which can be pumped up sectional area of the pipes is to be not less than 25
are to be led to the open. percent greater than the effective area of the
respective filling pipe.
2.10.2.2 Air pipes from storage tanks containing
lubricating or hydraulic oil may terminate in the 2.10.6.3 Air pipes are to be generally not less than
machinery space, provided that the open ends are so 38 mm bore. In the case of small gravity filled tanks
situated that issuing oil cannot come into contact smaller bore pipes may be accepted but in no case is
with electrical equipment or heated surfaces. the bore to be less than 25 mm.
2.10.2.3 The open ends of air pipes to oil fuel tanks 2.10.7 Overflow pipes
are to be situated where no danger will be incurred
from issuing oil vapour when the tank is being filled. 2.10.7.1 For all tanks which can be pumped up,
overflow pipes are to be fitted where:
2.10.3 Gauze diaphragms
a) The total cross sectional area of the air pipes is
2.10.3.1 The open ends of air pipes to oil fuel tanks less than that required by 2.10.6.
are to be fitted with a wire gauze diaphragm of non-
corrodible material which can be readily removed b) The pressure head corresponding to the height
for cleaning or renewal. of the air pipe is greater than that for which the
tank is designed.
2.10.3.2 Where wire gauze diaphragms are fitted at
air pipe openings, the area of the opening through 2.10.7.2 In the case of oil fuel tanks, lubricating oil
the gauze is to be not less than twice the cross- tanks and other tanks containing flammable liquids,
sectional area required for the pipe. the overflow pipe is to be led to an overflow tank of
adequate capacity or to a storage tank having a space
2.10.4 Air pipe closing appliances reserved for overflow purposes. Suitable means is to
be provided to indicate when overflowing is
2.10.4.1 Closing appliances fitted to tank air pipes occurring.
are to be of a type which will allow the free passage
of air or liquid to prevent the tanks being subjected 2.10.7.3 Overflow pipes are to be self draining under
to a pressure or vacuum greater than that for which normal conditions of trim.
they are designed.
2.10.7.4 Where overflow sight glasses are provided,
2.10.4.2 Wood plugs and other devices which can be they are to be in a vertical dropping line and
secured closed are not to be fitted at the outlets. designed such that the oil does not impinge on the
glass. The glass is to be of heat resisting quality and
2.10.5 Nameplates be adequately protected from mechanical damage.
2.10.5.1 Nameplates are to be affixed to the upper 2.10.8 Combined air and overflow systems
ends of all air and sounding pipes.
2.10.8.1 Where a combined air or overflow system
is fitted, the arrangement is to be such that in the
event of any one of the tanks being bilged, the other

Page 11 of 24
tanks cannot be flooded from the sea through 2.10.11 Short sounding pipes
combined air pipes or the overflow main. For this
purpose, it will normally be necessary to lead the 2.10.11.1 In machinery spaces, where it is not
overflow pipe to a point above the waterline in the practicable to extend sounding pipes as mentioned in
maximum assumed damage condition. 2.10.10 short sounding pipes extending to readily
accessible positions above the platform may be
2.10.8.2 Where a common overflow main is fitted.
provided, the main is to be sized to allow any two
tanks connected to that main to overflow 2.10.12 Sounding arrangements for oil fuel,
simultaneously. lubricating oil and other flammable liquids
2.10.9 Sounding arrangements 2.10.12.1 Safe and efficient means of ascertaining

the amount of oil in any storage tank are to be
2.10.9.1 Provision is to be made for sounding all provided.
tanks and the bilges of those compartments which
are not at all times readily accessible. The soundings 2.10.12.2 For oil fuel, lubricating oil and other
are to be taken as near the suction pipes as flammable liquids, closed sounding devices are
practicable. preferred. Design details of such devices are to be
submitted and they are to be tested after fitting on
2.10.9.2 An approved level gauge or remote reading board, to the satisfaction of the Surveyors.
level device may be accepted in lieu of a sounding
pipe. 2.10.12.3 If closed sounding devices are fitted,
failure of the device or over filling of the tank is not
2.10.9.3 Bilges of compartments which are not at all to result in the release of tank contents. In passenger
times readily accessible are to be provided with craft such means is not to require penetration below
sounding pipes. the top of the tank.
2.10.9.4 Where fitted, sounding pipes are to be as 2.10.12.4 Where sounding pipes are used they are
straight as practicable and if curved to suit the not to terminate in any space where risk of ignition
structure of the craft, the curvature is to be or spillage from the sounding pipe might arise. In
sufficiently easy to permit the ready passage of the particular they are not to terminate in public spaces
sounding rod or chain. or crew accommodation. Additionally for oil fuel
tanks they are not to terminate in machinery spaces.
2.10.9.5 Striking plates of adequate thickness and Terminations are to be provided with a suitable
size are to be fitted under open ended sounding means of closure and provision to prevent spillage
pipes. during refueling/refilling operations.
2.10.9.6 Where slotted sounding pipes having closed 2.10.12.5 Where gauge glasses are used they are to
ends are employed, the closing plugs are to be of be of the flat type of heat resisting quality,
substantial construction. adequately protected from mechanical damage and
fitted with self closing valves at the lower ends and
2.10.9.7 Sounding pipes are to be not less than 32 at the top ends if these are connected to the tanks
mm bore. below the maximum liquid level.
2.10.10 Termination of sounding pipes 2.11 Requirements for Multi-Hull Craft
2.10.10.1 Except as permitted by 2.10.11, sounding 2.11.1 General

pipes are to be led to positions above the bulkhead
deck which are at all times accessible and in the case 2.11.1.1 The requirements of sub-sections 2.3 to
of oil fuel tanks, cargo oil tanks and lubricating oil 2.10 apply to multi-hull craft except where modified
tanks, the sounding pipes are to be led to safe by the requirements of this section.
positions on the open deck.

Chapter 11
2.11.2 Drainage of raft void spaces 2.11.4 Capacity and number of pumps on bilge
main services
2.11.2.1 Arrangements are to be provided for
venting, sounding and draining raft void spaces 2.11.4.1 Each power bilge pump should be capable
generally as required by sub-sections 2.3 to 2.10. of pumping water through the required size of bilge
main at a speed of not less than 2 m/s.
2.11.2.2 Where the raft void space is located above
the waterline in the maximum assumed damage 2.11.4.2 To achieve the flow velocity required by
condition then it may be drained directly overboard 2.11.4.1, the capacity Q of each bilge pumping unit
through scuppers fitted with non-return valves. or bilge pump is to be not less than that required by
the following formula:
2.11.2.3 Raft void spaces which are not located
above the water line in the worst expected damage 5.75 2 3
condition are to be provided with pumping Q= .d [m /hr]
3 m
arrangements in accordance with sub-section 2.4. 10
2.11.3 Size of bilge suction pipes where,
2.11.3.1 Where a bilge main is fitted in each hull, its dm is a defined in 2.11.3.1.
internal diameter dm is to be not less than that
required by the following formula: 2.11.4.3 Not less than two power bilge pumping
units taking suction from the bilge main in each hull
dm = 1.68 {L (B + D)} + 25 mm are to be provided. At least one independent power
pump should be located in each hull.
where,
2.11.4.4 Where the bilge system in each hull is
L = length of craft as defined in Chapter 1. entirely separate then two bilge pumping units in
B & D are as defined in 2.6.1.1. each hull are to be provided. At least one pump in
each hull should be an independent power pump.
The actual internal diameter of bilge main suction
pipes may be rounded off to the nearest pipe size of 2.11.4.5 Where fixed submersible bilge pumps are
a recognised standard, but dm is in no case to be less fitted, the total capacity Qt of the pumps in each hull
than 50 mm. is to be not less than that required by the following
formula:
2.11.3.2 The diameter db of branch bilge suction
pipes is to be not less than that required by the 13.8 2 3
following formula: Qt = .d [m /hr]
3 m
10
db = 2.15 {C (B + D)} + 25 mm where,
where, dm is as defined in 2.11.3.1.
C = length of compartment [m]; 2.11.4.6 The capacity Qn of each submersible pump
B & D are as defined in 2.6.1.1 is to be not less than that required by the following
formula:
The actual internal diameter of branch bilge suction
pipes may be rounded off to the nearest pipe size of
a recognised standard, but db is in no case to be less Qt 3
Qn = [m /hr]
than 25 mm. (N 1)

Page 13 of 24
where, of operating in any compartment under the

maximum assumed flooding conditions. In that case
N = number of fixed submersible pumps in each hull only the valves necessary for the operation of the
Qt is as defined in 2.11.4.5; emergency system need be capable of remote
Qn is in no case to be less than 8 m3/hour. operation.
2.12 Additional Requirements for Passenger 2.12.1.8 All cocks and valves referred in 2.12.1.5
Craft of Category-B which can be remotely operated are to have their
controls at their place of operation clearly marked
2.12.1 Bilge pumping arrangements and are to be provided with means to indicate
whether they are open or closed.
2.12.1.1 At least three power bilge pumping units
are to be fitted connected to the bilge main, one of 2.13 Requirements for Non-passenger Craft less
which may be driven by the propulsion machinery. than 150 GT with LC or HSLC Notation
2.12.1.2 For multi-hull craft the bilge pumping units 2.13.1 General
are to be capable of taking suction from the bilge
main in any hull of the craft. At least one pump in 2.13.1.1 These requirements replace Sections 2.3 to
each hull should be of independent power. 2.9, 2.11 and 2.12 of this chapter. In general
requirements of Section 2.10 are to be complied
2.12.13 The arrangements are to be such that at least with, however, 2.10.4 and 2.10.9.3 do not apply.
one power bilge pump is to be available for use in
all flooding conditions which the craft is required to 2.13.1.2 Bilge and cooling water pipe work systems
withstand as follows: are to be of steel, copper or other approved material.
In wood and composite craft approved plastics
a) one of the required bilge pumps is to be an material may also be used.
emergency pump of a reliable submersible type
having a source of power located above the 2.13.1.3 Oil fuel and lubricating oil systems are to
waterline after the craft has sustained the be of steel, copper or aluminium. Synthetic rubber
maximum assumed damage; or hoses with single or double closely woven integral
wire braid reinforcement or convoluted metal pipes
b) the bilge pumps and their sources of power are with wire braid protection may be used as short
to be so distributed throughout the length of the joining lengths to the engine.
craft that at least one pump in an undamaged
compartment will be available. 2.13.2 Shell valves and fittings
2.12.1.4 Alternatively fixed submersible bilge 2.13.2.1 All sea inlet and overboard discharges are
pumps may be provided in accordance with the to be provided with shut off valves or cocks
requirements of 2.7.3.4 for monohull craft or arranged in positions where they are readily
2.11.4.5 multihull craft. accessible at all times.
2.12.1.5 Distribution boxes, cocks and valves in 2.13.2.2 Where valves, cocks, inlet chests, distance
connection with the bilge pumping system are to be pieces and other sea connections are made of steel or
so arranged that, in the event of flooding, one of the other approved materials of low corrosion resistance
bilge pumps may take suction from any they are to be suitably protected against wastage.
compartment.
2.13.3 Fittings for steel and aluminium hulls
2.12.1.6 Damage to a pump or its pipe connecting to
the bilge main is not to put the bilge system out of 2.13.3.1 All suction and discharge valves and cocks
action. secured direct to the plating are to be fitted with
spigots passing through the plating, but spigots on
2.12.1.7 When in addition to the main bilge the valves and cocks may be omitted if these fittings
pumping system an emergency bilge pumping are attached to pads or distance pieces which
system is provided, it is to be independent of the themselves form spigots in way of the plating.
main system and so arranged that a pump is capable

Chapter 11
2.13.4 Fittings for wood and glass reinforced to be not less than that required by the following
plastics hulls formula:
2.13.4.1 The openings in the shell or planking are to d = L/1.2 + 25 mm

have suitably reinforced areas or pads into which the
attached fittings are to be spigoted. where,
2.13.4.2 Valves or fittings are to be secured with an L = length of craft in metres.

external ring under the bolt heads. The ring is to be
of copper nickel alloy, bronze, dezincification 2.13.6 Pumps on bilge service and their
resistant brass or other material approved for use in connections
sea water.
2.13.6.1 Not less than one power pump and one
2.13.4.3 Valves or cocks upto 50 mm bore may be manual bilge pump are to be provided. Both pumps
attached to spigot pieces or hull fittings having an are to be arranged to take suction from the bilge
external collar and internal nut. main or suction valve chest as applicable.
2.13.4.4 Valves or cocks over 50 mm bore are to be 2.13.6.2 The power driven pumps may be used for
flanged and attached as per 2.13.3. other services such as deck washing, fire
extinguishing or standby cooling water duty but not
2.13.5 Bilge pumping arrangements for pumping oil fuel or other flammable liquids.
2.13.5.1 An efficient bilge pumping system is to be 2.13.6.3 The total capacity Qt of the bilge pumps is
fitted having suctions and means of drainage so to be not less than required by the following
arranged that any water which may enter any formula:
compartment could be pumped overboard.
Qt = 1.5 (d 25) 6.7 [m3/hour]
2.13.5.2 The system is to be tested on completion of
the craft to ensure that all limber holes are free and where,
that under normal conditions of trim any bilge water
can drain to an appropriate suction. D is as defined in 2.13.5.7;
2.13.5.3 The arrangement of pumps, valves, cocks, Qt is in no case to be less than 3 [m3/hour].
pipes and sea connections is to be such as to prevent
water entering the craft accidentally or the
possibility of one watertight compartment being 2.13.6.4 A reduction in capacity of one pump may
placed in communication with another. be permitted provided the deficiency is made good
by an excess capacity of the other pump or by an
2.13.5.4 Readily accessible strum boxes are to be additional pump. In no case is this deficiency to be
fitted at the open ends of tail pipes. more than 40 percent of the Rule capacity
2.13.5.5 The perforations in the strum boxes are to 2.13.6.5 Pumps on bilge service are to be of the self-
be not greater than 10 mm diameter and the priming type.
combined area is to be not less than twice that
required for the bilge suction pipe. 2.13.6.6 The bilge pumps are to be connected to a
common bilge line provided with a branch
2.13.5.6 Where a collision bulkhead is fitted, the connection to each compartment.
fore peak dry space is to be drained either by a
branch suction to the main bilge line or by a manual 2.13.6.7 A non-return valve is to be fitted between
pump. Alternatively, it may be drained to the each bilge pump and the bilge main.
adjacent compartment by means of self closing drain
cock which is to be readily accessible under all 2.13.6.8 Non-return valves are to be fitted in each
conditions. branch bilge suction from the main bilge line.
2.13.5.7 Where a bilge main is fitted, the internal 2.13.6.9 Power pumps may be driven by the main
diameter d of the main and the branch suction pips is engine, an auxiliary engine or by an electric motor.

Page 15 of 24
2.14.4 Tanks and cofferdams

2.13.6.10 The power pump is to be provided with a
suction enabling it to pump direct from the engine 2.14.4.1 All tanks (including double bottom tanks),
space in addition to the suction from the main bilge whether used for water ballast, oil fuel or liquid
line. This direct bilge suction is to be controlled by a cargoes, are to be provided with suction pipes, led to
screw down non-return valve or equivalent. suitable power pumps, from the after end of each
tank.
2.13.6.11 Manual bilge pumps are to be capable of
being operated from readily accessible positions 2.14.4.2 In general, the drainage arrangements are to
above the water line. be in accordance with 2.14.3. However, where the
tanks are divided by longitudinal watertight
2.13.6.12 As an alternative to fitting a bilge main, bulkheads or girders into two or more tanks, a single
individual submersible pumps may be fitted. In this suction pipe, led to the after end of each tank, will
case the arrangements are to be in accordance with normally be acceptable.
the requirements of Sections 2.7, 2.9 and 2.11 of this
Chapter, as applicable. 2.14.4.3 Similar drainage arrangements are to be
provided for cofferdams, except that the suctions
2.14 Requirements for Non-passenger Craft of may be led to the main bilge line.
150 GT or more with LC or HSLC Notation
2.14.5 Fore and after peaks
2.14.1 General
2.14.5.1 Where the peaks are used as tanks, a power
2.14.1.1 The requirements of Sections, 2.1, 2.2, 2.10 pump suction is to be led to each tank, except in the
and 2.11 of this chapter are generally applicable. case of small tanks used for the carriage of domestic
The remaining sections concerning the requirements fresh water, where hand pumps may be used.
for bilge pumping and drainage systems are replaced
by the requirements given in following sub-sections. 2.14.5.2 Where the peaks are not used as tanks, and
main bilge line suctions are not fitted, drainage of
2.14.2 Bilge pumping and drainage systems both peaks may be effected by hand pump suctions,
provided that the suction lift is well within the
2.14.2.1 The following requirements replace capacity of the pumps. Drainage of the after peak
Sections 2.3 to 2.9 of this chapter. may be effected by means of a self-closing cock
fitted in a well lighted and readily accessible
2.14.3 Drainage of compartments, other than position.
machinery spaces
2.14.5.3 Pipes piercing the collision bulkhead are to
2.14.3.1 All craft are to be provided with efficient be fitted with suitable valves secured to the
pumping plant having the suctions and means for bulkhead. The valves are to be operable from above
drainage so arranged that any water within any the freeboard deck.
compartment of the craft, or any watertight section
of any compartment, can be pumped out through at 2.14.6 Spaces above fore peaks, after peaks and
least one suction when the craft is on an even keel machinery spaces
and is either upright or has a list of not more than 5o.
For this purpose, wing suctions will generally be 2.14.6.1 Provision is to be made for the drainage of
necessary, except in shot narrow compartments the chain locker and watertight compartments above
where one suction can provide effective drainage the fore peak tank by hand or power pump suctions.
under the above conditions.
2.14.6.2 Steering gear compartments or other small
2.14.3.2 In the case of dry compartments, the enclosed spaces situated above the after peak tank
suctions required by 2.14.3.1 are, except where are to be provided with suitable means of drainage,
otherwise stated, to be branch bilge suctions, i.e. either by hand or power pump bilge suctions.
suctions connected to a main bilge line.

Chapter 11
2.14.6.3 The compartments referred above may be 2.14.10 Machinery space Emergency bilge
drained by scuppers of not less than 38 mm bore, drainage
discharging to the tunnel or machinery space and
fitted with self-closing cocks situated in well lighted 2.14.10.1 In addition to the bilge suctions detailed in
and visible positions. 14.8 to 14.9, an emergency bilge suction is to be
provided in each main machinery space. This
2.14.7 Maintenance of integrity of bulkheads suction is to be led to the main cooling water pump
from a suitable low level in the machinery space and
2.14.7.1 The intactness of the machinery space is to be fitted with a screw down non return valve
bulkheads and of tunnel plating required to be of having the spindle so extended that the hand wheel
watertight construction, is not to be impaired by the is not less than 460 mm above the bottom platform.
fitting of scuppers discharging to machinery space
or tunnels from adjacent compartments which are 2.14.10.2 Where two or more cooling water pumps
situated below the bulkhead deck. are provided, each capable of supplying cooling
water for normal power, only one pump need be
2.14.7.2 No drain valve or cock is to be fitted to the fitted with an emergency bilge suction.
collision bulkhead. Drain valves or cocks are not to
be fitted to other watertight bulkheads if alternative 2.14.10.3 Where main cooling water pumps are not
means of drainage are practicable. suitable for bilge pumping duties, the emergency
bilge suction is to be led to the largest available
2.14.8 Bilge drainage of machinery space power pump, which is not a bilge pump.
2.14.8.1 The bilge drainage arrangements in the 2.14.10.4 Emergency bilge suction valve name
machinery space are to comply with 2.14.3 except plates are to be marked For emergency use only.
that the arrangements are to be such that any water
which may enter this compartment can be pumped 2.14.11 Sizes of bilge suction pipes
out through at least two bilge suctions when the craft
is on an even keel, and is either upright or has a list 2.14.11.1 The diameter, dm, of the main bilge line is
of not more than 5 o. One of these suctions is to be a to be not less than that required by the following
branch bilge suction, i.e. a suction connected to the formula, to the nearest pipe size of recognised
main bilge line and the other is to be a direct bilge standard, but in no case is the diameter to be less
suction i.e. a suction led direct to an independent than that required for any branch bilge suction:
power pump.
dm = 1.68 {L (B + D)} + 25 mm
2.14.9 Machinery space with double bottom
where,
2.14.9.1 Where the double bottom extends the full
length of the machinery space and forms bilges at dm = internal diameter of main bilge line, in mm
the wings, it will be necessary to provide one branch B = greatest moulded breadth of craft, in metres
and one direct bilge suction at each side. D = moulded depth to bulkhead deck, in metres
L = Rule length of craft in metres.
2.14.9.2 Where the double bottom plating extends
the full length and breadth of the compartment, one 2.14.11.2 The diameter db, of branch bilge suction
branch bilge suction and one direct bilge suction are pipes to cargo and machinery spaces is to be not less
to be led to each of two bilge wells, situated one at than required by the following formula, to the
each side. nearest 5 mm, but in no case is the diameter of any
suction to be less than 50 mm:
2.14.9.3 Where there is no double bottom and the
rise of floor is not less than 5o, one branch and one db = 2.15 {C (B + D)} + 25 mm
direct bilge suction are to be led to accessible
positions as near the centre line as practicable.

Page 17 of 24
where. 2.14.15 Capacity of pumps
db = internal diameter of branch bilge suction, in mm 2.14.15.1 Each bilge pumping unit is to be
C = length of compartment, in metres connected to the main bilge line and is to be capable
B and D are as defined in 2.14.11.1. of giving a speed of water through the Rule size of
main bilge pipe of not less than 122 m/min.
2.14.11.3 The direct bilge suctions in the machinery
space are not to be of a diameter less than that 2.14.15.2 The capacity of each bilge pumping unit
required for the main bilge line. or bilge pump is to be not less than required by the
following formula:
2.14.11.4 For sizes of emergency bilge suctions, see
2.14.10. Q = 5.75/103 dm2
2.14.12 Distribution chest branch pipes where,
2.14.12.1 The area of each branch pipe connecting Dm = rule internal diameter of main bilge line, mm
the bilge main to a distribution chest is to be not less Q = capacity, in m3/hour.
than the sum of the areas required by the Rules for
the two largest branch bilge suction pipes connected 2.14.15.3 Where one bilge pumping unit is of
to that chest, but need not be greater than that slightly less than Rule capacity, the deficiency may
required for the main bilge line. be made good by an excess capacity of the other
unit. In general, the deficiency is to be limited to 30
2.14.13 Pumps on bilge service and their percent.
connections
2.14.16 Self-priming pumps
2.14.13.1 At least two power bilge pumping units
are to be provided in the machinery space. One of 2.14.16.1 All power pumps, which are essential for
these units may be worked from the main engines bilge services are to be of the self-priming type,
and the other is to be independently driven. unless an approved central priming system is
provided for these pumps. Details of this system are
2.14.13.2 Each unit may consist of one or more to be submitted.
pumps connected to the main bilge line, provided
that their combined capacity is adequate. 2.14.16.2 Cooling water pumps having emergency
bilge suctions need not to of the self-priming type.
2.14.13.3 A bilge ejector in combination with a high
pressure sea water pump may be accepted as a 2.14.17 Pump connections
substitute for an independent bilge pump as required
by 2.14.3.1. 2.14.17.1 The connections at the bilge pumps are to
be such that one unit may continue in operation
2.14.13.4 Special consideration will be given to the when the other unit is being opened up for overhaul.
number of pumps for small craft and in general, if
there is a class notation restricting a small craft to 2.14.17.2 Pumps required for essential services are
harbour or river service a hand pump may be not to be connected to a common suction or
accepted in lieu of one of the bilge pumping units. discharge chest or pipe unless the arrangements are
such that the working of any pumps so connected is
2.14.14 General service pumps unaffected by the other pumps being in operation at
the same time.
2.14.14.1 The bilge pumping units, or pumps,
required by 2.14.13 may also be used for ballast, fire 2.14.18 Direct bilge suctions
or general service duties of an intermittent nature,
but they are to be immediately available for bilge 2.14.18.1 The direct bilge suctions in the machinery
duty when required. space are to be led to independent power pumps, and
the arrangements are to be such that these direct
suctions can be used independently of the main bilge
line suctions.

Chapter 11
2.14.23 Hold suctions Strum boxes

2.14.19 Main bilge line suctions
2.14.23.1 The open ends of bilge suctions in holds
2.14.19.1 Suctions from the main bilge line, i.e. and other compartments outside machinery spaces
branch bilge suctions, are to be arranged to draw and tunnels are to be enclosed in strum boxes having
water from any hold or machinery compartment perforations of not more than 10 mm diameter,
within the craft excepting small spaces such as those whose combined areas is not less than twice that
mentioned in 2.14.5 and 2.14.6 where manual pump required for the suction pipe. The boxes are to be so
suctions are accepted and are not to be of smaller constructed that they can be cleared without
diameter than that required by the formula in breaking any joint of the suction pipe.
2.14.11.2.
2.14.24 Tail pipes
2.14.20 Prevention of communication between
compartments 2.14.24.1 The distance between the foot of all bilge
tail pipes and the bottom of the bilge well is to be
2.14.20.1 The arrangement of valves, cocks and adequate to allow a full flow of water and to
their connections is to be such as to prevent the facilitate cleaning.
possibility of one watertight compartment being
placed in communication with another, or of dry 2.14.25 Location of fittings
cargo spaces, machinery spaces or other dry
compartments being placed in communication with 2.14.25.1 Bilge valves, cocks and mud boxes are to
the sea or with tanks. For this purpose, screw down be fitted at, or above, the machinery space
non return valves are to be provided in the following platforms.
fittings:
a) Bilge valve distribution chests; 2.14.25.2 Where relief valves are fitted to pumps
b) Bilge suction hose connections, whether fitted having sea connections, these valves are to be fitted
direct to the pump or on the main bilge line; in readily visible positions above the platform. The
c) Direct bilge suctions and bilge pump arrangements are to be such that any discharge from
connections to main bilge line. the relief valves will also be readily visible.
2.14.21 Isolation of bilge system 2.14.26 Bilge pipes in way of double bottom tanks
2.14.21.1 Bilge pipes which are required for 2.14.26.1 Bilge suction pipes are not to be led
draining cargo or machinery spaces are to be entirely through double bottom tanks if it is possible to avoid
distinct from sea inlet pipes or from pipes which doing so.
may be used for filling or emptying spaces where
water or oil is carried. This does not, however, 2.14.26.2 Bilge pipes which have to pass through
exclude a bilge ejection connection, a connecting these tanks are to have a minimum wall thickness of
pipe from a pump to its suction valve chest, or a 6.3 mm. The thickness of pipes made from material
deep tank suction pipe suitably connected through a other than steel will be specially considered.
change over device to a bilge, ballast or oil line.
2.14.26.3 Expansion bends, not glands, are to be
2.14.22 Machinery space suctions Mud boxes fitted to these pipes within the tanks and the pipes
are to be tested, after installation, to the same
2.14.22.1 Suctions for bilge drainage in machinery pressure as the tanks through which they pass.
spaces and tunnels, other than emergency suctions,
are to be led from easily accessible mud boxes fitted 2.14.27 Hold bilge non-return valves
with straight tail pipes to the bilges and having
covers secured in such a manner as to permit their 2.14.27.1 Where non-return valves are fitted to the
being expeditiously opened or closed., Strum boxes open ends of bilge suction pipes in cargo holds in
are not to be fitted to the lower ends of these tail order to decrease the risk of flooding, they are to be
pipes or to the emergency bilge suctions. of an approved type which does not offer undue
obstruction to the flow of water.

Page 19 of 24
Section 3
Machinery Piping Systems
3.1 Application 3.2.2 Oil fuel storage arrangements
3.1.1 The requirements of sub-sections 3.2 to 3.6 of 3.2.2.1 Tanks containing oil fuel and other
this section apply to piping systems on mono-hull flammable liquids are to be separated from
and multi-hull craft except where modified by passenger, crew and baggage compartments by
Sections 3.7 to 3.9 as applicable. vapour-proof enclosures or cofferdams which are
suitably ventilated and drained.
3.1.2 Special requirements for multi-hull craft are
given in sub-section 3.7. 3.2.2.2 Oil fuel tanks are not to be located in or
adjacent to major fire hazard areas. However, other
3.1.3 These requirements satisfy the relevant design flammable liquids with a flash point not less than
and construction requirements of the HSC Code. 60oC may be located within such areas provided the
They are also applicable to craft with LC or tanks are made of steel or other equivalent material.
HSLC notation of more than 150 GT which are not
required to comply with the Code. 3.2.2.3 Oil fuel, lubricating oil and other flammable
liquids are not to be carried forward of the area for
3.1.4 Requirements for passenger craft of Category which public spaces or crew accommodation are
A are given in sub-section 3.8. permitted.
3.1.5 Requirements for small craft of less than 150 3.2.2.4 No oil fuel tank is to be situated where
GT which are not required to comply with the HSC spillage or leakage therefrom can constitute a hazard
Code are given in Section 3.9. by failing on heated surfaces.
3.1.6 In addition to the requirements of this chapter, 3.2.2.5 Safe and efficient means of ascertaining the
attention is to be given to any relevant statutory amount of oil fuel contained in any oil fuel tank is to
requirements of the National Authority of the be provided.
country in which the craft is to be registered.
3.2.2.6 Oil fuel tanks are to be provided with self-
3.2 Oil Fuel Storage closing valves or cocks for draining water from the
bottom of the tanks.
3.2.1 Flash point
3.2.2.7 As far as practicable, all parts of the oil fuel
3.2.1.1 The flash point (closed cup test) of oil fuel system containing heated oil under pressure
for use in craft classed for unrestricted service is in exceeding 2 bar are not to be placed in a concealed
general to be not less than 60oC. For emergency position such that defects and leakage cannot be
generator engines, a flash point of not less than 43oC readily observed. The machinery spaces in way of
is permissible. such parts of the oil fuel system are to be adequately
illuminated.
3.2.1.2 Oil fuel with a flash point lower than 60oC
may be used in craft intended for restricted service 3.2.3 Oil fuel storage arrangements for crafts
where it can be demonstrated that the temperature of with LC or HSLC notation of 150 GT or more
machinery spaces will always be 10oC below the
flash point of the oil fuel. 3.2.3.1 Oil fuel tanks are normally to be located
outside machinery spaces and other areas of major
3.2.1.3 The use of oil fuel with a flash point below fire hazard.
43oC is not recommended. However, oil fuel with a
lower flash point, but not lower than 35oC, may be 3.2.3.2 Where structural tanks are located adjacent
used in gas turbines only subject to compliance with to machinery spaces they are to be arranged such
the provisions specified in sub-section 3.4. that the area of the tank common with the machinery
space is kept to a minimum. In craft constructed of

Chapter 11
aluminium or other heat sensitive material the tanks 3.3.2.2 The standby pump is to be connected ready
are to be suitably protected against the effect of fire for immediate use, but where two or more main
in the machinery space. engines are fitted, each with its own pump, a
complete spare pump may be accepted provided that
3.2.3.3 Where free standing tanks are fitted in it is readily accessible and can easily be installed.
machinery spaces they are to be of steel or
equivalent material and positioned in an oil tight 3.3.3 Fuel valve cooling pumps
drip tray of ample size having suitable drainage
arrangements to a spill oil tank. 3.3.3.1 Where pumps are provided for fuel valve
cooling, the arrangements are to be in accordance
3.2.3.4 The requirements of 3.2.2.4 to 3.2.2.7 are to with 3.3.2.1 and 3.3.2.2.
be complied with.
3.3.4 Transfer pumps
3.2.4 Unattended machinery
3.3.4.1 Where a power driven pump is necessary for
3.2.4.1 Where machinery is fitted with automatic or transferring oil fuel, a standby pump is to be
remote controls so that under normal operating provided and connected ready for use. The standby
conditions it does not require any manual pump may be a manual pump. Alternatively,
intervention by the operators, the requirements of emergency connections may be made to another
3.2.4.2 to 3.2.4.5 apply. suitable power driven pump.
3.2.4.2 Where daily service tanks are filled 3.3.5 Control of pumps
automatically or by remote control, means are to be
provided to prevent overflow spillages. 3.3.5.1 All independently driven oil fuel transfer and
pressure pumps are to be capable of being stopped
3.2.4.3 Other equipment which treats flammable locally and from a position outside of the space in
liquid automatically, such as oil fuel purifiers, are to which they are located. The remote stop position is
have arrangements to prevent spillage of the liquid always to be accessible in the event of fire occurring
through overflow or malfunction of seals. in the space in which these pumps are located.
3.2.4.4 Alarms are to be provided for purifier broken 3.3.6 Relief valves on pumps
water seal and high oil inlet temperature.
3.3.6.1 All pumps which are capable of developing a
3.2.4.5 Where daily service oil fuel tanks of settling pressure exceeding the design pressure of the system
tanks are fitted with heating arrangements, a high are to be provided with relief valves. Each relief
temperature alarm is to be provided if the flash point valve is to be in close circuit, i.e. arranged to
of the oil can be exceeded. discharge back to the suction side of the pump and
to effectively limit the pump discharge pressure to
3.3 Oil Fuel Systems the design pressure of the system.
3.3.1 Oil fuel supply to main and auxiliary 3.3.7 Pump connections
engines
3.3.7.1 Valves or cocks are to be interposed between
3.3.1.1 Two or more filters are to be fitted in the oil the pumps and the suction and discharge pipes, in
fuel supply lines to the main and auxiliary engines, order that any pump may be shut off for opening up
and the arrangements are to be such that any filter and overhauling.
can be cleaned without interrupting the supply of
filtered oil fuel to the engines. 3.3.8 Low pressure pipes
3.3.2 Booster pumps 3.3.8.1 Transfer, suction and other low pressure
pipes and all pipes passing through oil storage tanks
3.3.2.1 Where an oil fuel booster pump is fitted, are to be suitable for a working pressure of not less
which is essential to the operation of the main than 7 bar.
engine, a standby pump is to be provided.

Page 21 of 24
3.3.9 Valves on deep tanks and their control hazards. The arrangements are to comply with
arrangements Sections 3.2 and 3.3 and 3.4.1.3 to 3.4.1.6
3.3..9.1 Every oil fuel suction pipe from a storage, 3.4.1.2 Tanks for the storage of such oil fuel are to
settling and daily service tank situated above the be located outside any machinery space and at a
double bottom and every oil fuel leveling pipe distance of not less than 760 mm inboard from the
within the machinery space is to be fitted with a shell and bottom plating, and from decks and
valve or cock secured to the tank. bulkheads.
3.3.9.2 In machinery spaces such valves and cocks 3.4.1.3 The spaces in which oil fuel tanks are located
are to be capable of being closed locally and from are to be mechanically ventilated using exhaust fans
positions outside these spaces which will always be providing not less than six air changes per hour. The
accessible in the event of fire occurring in these fans are to be such as to avoid the possibility of
spaces. Instructions for closing the valves or cocks ignition of flammable gas air mixtures. Suitable wire
are to be indicated at the valves and cocks and at the mesh guards are to be fitted over inlet and outlet
remote control positions. ventilation openings. The outlets for such exhausts
are to discharge to a safe position.
3.3.9.3 In the case of tanks of less than 0.5 m3,
consideration will be given to the omission of 3.4.1.4 A fixed vapour detection system is to be
remote controls. installed in each space through which oil fuel lines
pass, with alarms provided at a continuously manned
3.3.9.4 Every oil fuel suction pipe which is led into control station.
the machinery spaces, from a deep tank outside
these spaces is to be fitted in the machinery space 3.4.1.5 Safe and efficient means of ascertaining the
with a valve controlled as in 3.3.9.2 except where amount of oil fuel contained in any tank is to be
the valve on the tank is already capable of being provided. Gauge glasses are not to be used. Other
closed from an accessible position above the means of ascertaining the amount of oil fuel
bulkhead deck. contained in any tank may be permitted if such
means do not require penetration below the top of
3.3.9.5 Where the filling pipes to deep oil tanks are the tank, and providing their failure or overfilling of
not connected to the tanks near the top, they are to the tanks will not permit the release of oil fuel.
be provided with non-return valves at the tanks or
with valves or cocks fitted and controlled as in 3.4.1.6 Vessel to shore oil fuel connections are to be
3.3.9.2. of closed type and suitably grounded during
bunkering operations.
3.3.10 Filling arrangements
3.4.1.7 Provision to be made to prevent overpressure
3.3.10.1 Filling stations are to be isolated from other in oil tank or oil fuel system, including filling pipes.
spaces and are to be efficiently drained and Relief valves and air or overflow pipes to terminate
ventilated. with flame arrestors.
3.3.10.2 Provision is to be made against over 3.5 Lubricating / Hydraulic Oil Systems
pressure in the filling pipelines. Any relief valve
fitted for this purpose is to discharge to an overflow 3.5.1 Lubricating oil arrangements
tank or other safe position.
3.5.1.1 The arrangements for the storage,
3.4 Low Flash Point Fuels distribution and utilisation of oil used in pressure
lubrication systems in machinery spaces and
3.4.1 General whenever practicable in auxiliary machinery spaces
are to comply with the provisions of same as fuel
3.4.1.1 For craft having oil fuel with a flash point storage.
below 43oC the arrangements for the storage,
distribution and utilisation of the oil fuel are to be 3.5.1.2 The use of aluminium in lubricating oil sump
such that the safety of the craft and persons on board tanks for engines or in lubricating oil filter housing
is preserved, having regard to fire and explosion fitted integral with the engines is accepted.

Chapter 11
fluid temperatures within the manufacturers

3.5.2 Arrangements for other flammable oils recommended limits.
3.5.2.1 The arrangements for storage, distribution 3.6.2 Main supply

and utilisation of other flammable oils employed
under pressure in power transmission systems, 3.6.2.1 Provision is to be made for an adequate
control and activating systems and heating systems supply of cooling water to the main propelling
in locations where means of ignition are present are machinery and essential auxiliary engines, also to
to comply with the provisions of fuel oil storage. the lubricating oil and fresh water coolers and air
coolers for electric propelling machinery, where
3.5.3 Lubricating/hydraulic oil standby these coolers are fitted. The cooling water pump(s)
arrangements may be worked from the engines or be driven
independently.
3.5.3.1 Where lubricating oil for the main engine(s)
is circulated under pressure, a standby lubricating oil 3.6.3 Standby supply
pump is to be provided where the following
conditions apply: 3.6.3.1 Provisions is also to be made for a separate
supply of cooling water from a suitable independent
a) The lubricating oil pump is independently pump of adequate capacity.
driven and the total output of the main engine(s)
exceeds 370 kW. 3.6.3.2 The following arrangements are acceptable
b) One main engine with its own pump is fitted depending on the purpose for which the cooling
and the output of the engine exceeds 370 kW. water is intended:
c) More than one engine each with its own
lubricating oil pump is fitted and the output of a) Where only one main engine is fitted, the
each engine exceeds 370 kW. standby pump is to be connected ready for
immediate use.
3.5.3.2 The standby pump is to be of sufficient b) Where more than one main engine is fitted, each
capacity to maintain the supply of oil for normal with its own pump, a complete spare pump of
conditions with any one pump out of action. The each type may be accepted.
pump is to be fitted and connected ready for c) Where fresh water cooling is employed for main
immediate use, except that where the conditions and/or auxiliary engines, a standby fresh water
referred to in 3.5.3.1(c) apply, a complete spare pump need not be fitted if there are suitable
pump may be accepted. In all cases, satisfactory emergency connections from a salt water
lubrication of the engines is to be ensured while system.
starting and manoeuvring. d) Where each auxiliary engine is fitted with a
cooling water pump, standby means of cooling
3.5.3.3 Similar provisions to those of 3.5.3.1 and need not be provided. Where, however, a group
3.5.3.2 are to be made where separate of auxiliary engine is supplied with cooling
lubricating/hydraulic oil systems are employed for water from a common system, a standby cooling
piston cooling, reduction gears, oil operated water pump is to be provided for this system.
couplings controllable pitch propellers and steering This pump is to be connected ready for
systems etc. unless approved alternative immediate use and may be a suitable general
arrangements are provided. service pump.
3.5.3.4 Independently driven pumps of rotary type 3.6.4 Selection of standby pumps
are to be fitted with a non-return valve on the
discharge side of the pump. 3.6.4.1 When selecting a pump for standby
purposes, consideration is to be given to the
3.6 Engine Cooling Water Systems maximum pressure which it can develop if the
overboard discharge valve is partly or fully closed.
3.6.1 General Where necessary, water boxes etc. are to be
protected against inadvertent over pressure by an
3.6.1.1 The cooling arrangements provided are to be approved device.
adequate to maintain all lubricating and hydraulic

Page 23 of 24
3.6.5 Relief valves on main cooling water pumps engined mono-hull craft apply to the machinery in
each hull.
3.6.5.1 Where cooling water pumps can develop a
pressure head greater than the design pressure of the 3.8 Requirements for Passenger craft of
system, they are to be provided with relief valves on Category-A
the pump discharge to effectively limit the pump
discharge pressure to the design pressure of the 3.8.1 General
system.
3.8.1.1 The requirements of sub-sections 3.2 to 3.7
3.6.6 Sea inlets except that the standby machinery arrangements
detailed in sub-sections 3.5 and 3.6 are not required.
3.6.6.1 Not less than two sea inlets are to be
provided for the pumps supplying the sea water 3.9 Requirements for Craft with LC or HSLC
cooling system, one for the main pump and one for Notation of less than 150 GT
the standby pump. Alternatively, the sea inlets may
be connected to a suction line available to main and 3.9.1 General
standby pumps.
3.9.1.1 The requirements for this sub-sections
3.6.6.2 Where standby pumps are not connected replace sub-section 3.2 to 3.6 of this section.
ready for immediate use the main pump is to be
connected to both sea inlets. 3.9.2 Oil fuel system
3.6.6.3 The auxiliary cooling water sea inlets are to 3.9.2.1 Where a power driven oil fuel transfer pump
be located one on each side of the craft. is fitted, it is to be capable of being stopped from a
position outside the space which will always be
3.6.7 Strainers accessible in the event of fire occurring in the
compartment in which the pump is situated, as well
3.6.7.1 Where sea water is used for the direct as from the compartment itself.
cooling of the main engines and essential auxiliary
engines, the cooling water suction pipes are to be 3.9.2.2 Where a power driven pump is necessary for
provided with strainers which can be cleaned transferring oil fuel, a standby pump is to be
without interruption to the cooling water supply. provided and connected ready for use.
3.7 Special Requirements for Multi-hull Craft 3.9.3 Separate oil fuel tanks
3.7.1 General 3.9.3.1 Except for very small tanks separate oil fuel
tanks are to be not less than 3 mm in thickness. The
3.7.1.1 The requirements of sections 3.2 to 3.6 are seams are to be welded or brazed. Steel tanks are to
generally applicable to multi-hull craft except where be protected from corrosion.
these are modified by the requirements of this
section. 3.9.3.2 Before installation, all tanks are to be tested
by a head of water equal to the maximum to which
3.7.1.2 Where the machinery piping arrangements in the tanks may be subjected, but not less than 3.5 m
each hull of a multi-hull craft are separate, the above the crown of the tank.
machinery piping and standby requirements for each
hull are to be as detailed in 3.5.3.1(c) and 3.6.3.2(b), 3.9.3.3 Separate oil fuel tanks are to be securely
i.e. the requirements for a twin engined mono-hull fixed in position and located as remote as practicable
and craft apply. from exhaust manifolds and exhaust pipes or other
hot surfaces and not above any electrical apparatus.
3.7.1.3 Where a multi-hull craft cannot navigate Where this cannot be avoided, a drip tray is to be
safely with the main propulsion machinery in one fitted under the tank and extended sufficiently to
hull out of action, the machinery piping and standby catch any drips from fittings attached to the tank.
requirements are to be as detailed in 3.5.3.1(a) or
(b), and 3.6.3(a), i.e. the requirements for a single 3.9.3.4 Oil fuel tanks are not to be fitted above or
adjacent to oil fired heaters, cooking stoves,

Chapter 11
equipment using naked flames or electrical 3.9.8.1 Where flanged joints are used the jointing
equipment unless this is suitably constructed or material is to be impervious to oil. Cone type joints
enclosed. and approved types of compression fittings may be
permitted for pipes having a bore not exceeding 40
3.9.4 Oil fuel filling, air and sounding mm.
arrangements
3.9.8.2 Soft solder is not to be used for attaching
3.9.4.1 The filling pipe is to be of metallic pipe fittings.
construction and is to be a permanent fixture led
from the deck and secured to the tank by an 3.9.9 Engine cooling system
approved connection. A screwed cap and name plate
inscribed Oil Fuel is to be provided at the filling 3.9.9.1 Where sea water is used for the direct
point. cooling of the engine, an efficient strainer which can
be cleared from inside the craft is to be fitted
3.9.4.2 Flexible hoses are not permitted as filling between the sea inlet valve and the pump.
pipes. In wood or composite craft short lengths may
be employed at the deck connection to accommodate 3.9.9.2 Means are to be provided for cleaning the
any movement between the tank and the deck fitting. strainer without interruption to the cooling water
supply, where necessary.
3.9.5 Oil fuel supply
3.9.9.3 Means are to be provided for indicating the
3.9.5.1 Provision is to be made for efficient filtration temperature of the engine cooling media.
of the oil fuel supply to the engine.
3.9.9.4 Alarms for the engine cooling water system
3.9.6 Oil fuel valves and cocks are to be provided in accordance with Chapter 14.
3.9.6.1 Outlet valves or cocks are to be fitted to all 3.9.10 Lubricating oil system
deep tanks. The valves are to be fitted directly to the
tank plating and are to be capable of being closed 3.9.10.1 Where the lubricating oil for main
locally and from positions which will always be propelling engines is circulated under pressure,
readily accessible in the event of fire. provision is to be made for the efficient filtration of
the oil.
3.9.6.2 Valve covers are to be so constructed that
they will not become slack when the valves are 3.9.10.2 Where necessary, flexible pipes of
operated. approved type may be used as short joining lengths
to the engine.
3.9.6.3 Heat sensitive materials are not to be used in
the construction of valves and cocks. 3.9.10.3 In general, joints are to be of the flanged
type with jointing materials which are impervious to
3.9.6.4 Where drain cocks or valves are fitted to oil oil. Cone type joints and approved types of
fuel tanks they are to be of the self-closing type and compression fittings may be permitted for pipes
suitable provision is to be made for collecting the oil having a bore not exceeding 40 mm.
discharge.
3.9.10.4 Soft solder is not to be used for attaching
3.9.7 Flexible hoses for oil fuel systems pipe fittings.
3.9.7.1 Where necessary, flexible pipes of approved 3.9.10.5 Means are to be provided for indicating the
type may be used as short joining lengths to the lubricating oil pressure.
engine.
3.9.10.6 Alarms for the lubricating oil systems are to
3.9.8 Pipe joints for oil fuel systems be provided in accordance with Chapter 14.
End Of Chapter

Page 1 of 44
Chapter 12
Main and Auxiliary Machinery
Contents
Section
1 General Requirements for Machinery
2 Propulsion Shafting Systems
3 Prime Mover and Gearing
4 Propeller, Thruster, Water Jet System
5 Pressure Vessels
Section 1
General Requirements for Machinery
1.1 Application 1.2 General
1.1.1 Sections 2 to 5 apply to the design, 1.2.1 The units and formulae used in the rules are in
construction, installation and testing of: SI units.
Main propulsion machinery systems; 1.2.2 It is the responsibility of the Shipbuilder as

Essential auxiliary machinery systems having main contractor to ensure that the information
powers in excess of 100 kW; required is prepared and submitted.
together with their associated equipment, pressure 1.2.3 Where the craft is defined as a Passenger Craft
plant, piping systems, control engineering and of Category (B) (see Chapter 1, Section 2), sufficient
electrical engineering systems for the craft types redundancy is to be provided such that in the event
stated in Chapter 1. of damage to any part of a main propulsion drive
system, the craft is able to maintain sufficient
1.1.2 The rules incorporate those requirements of the seaway. The craft should be capable of maintaining
international convention for the Safety of Life at the essential machinery and control so that in the
Sea, 1974 as amended (SOLAS 1994) Chapter X event of a fire or other casualties in one
Safety Measures for High Speed Craft (International compartment on board, the craft can return to a port
Code of Safety for High Speed Craft) hereinafter of refuge under its own power.
referred to as the HSC Code, as applicable to the
classification of craft with HSC notation. 1.2.4 Sufficient astern power is to be provided to
maintain control of the craft in all normal
1.1.3 Requirements for crafts to be assigned LC or circumstances.
HSLC notation are given at the end of each
section. Crafts with 150 GT or greater and with less 1.2.5 The main propulsion machinery will be
than 150 GT are considered separately. approved for the maximum continuous power and
associated shaft speed, required to achieve the
1.1.4 These Rules are applicable for machinery maximum craft velocity at the certified maximum
systems burning distillate fuels which do not require operational weight in smooth water.
to be heated.

Chapter 12
Page 2 of 44 Main and Auxiliary Machinery
1.2.6 Main propulsion machinery will be considered

for operation at a higher power rating than the 1.6 Vibration of shaft systems
classification rating for short time intervals (referred
to as short term high power operation) in 1.6.1 The shipbuilders are to ensure that the systems
conjunction with the intended operation service are free from excessive vibrations, excessive bearing
profile. reactions and excessive bending moments under all
design operating conditions.
1.3 Fuel flash point
1.6.2 Where changes are subsequently made to a
1.3.1 The flash point (closed cup test) of oil fuel is dynamic system which has been approved by IRS
in general to be not less than 60oC. For emergency e.g. machining a shaft, fitting a propeller of a
generator engines a flash point of not less than 43oC different design to the working propeller or fitting a
is permissible. different flexible coupling, full details of the
changes are to be advised. Revised calculations may
1.3.2 Oil fuel with a flash point lower than 60oC be required to be submitted.
may be used where it can be shown that the
temperature of the oil fuel will always be not more 1.6.3 Where there is experience of previous similar
than 10oC below its flash point. systems which have been approved, full details of
these installations may be submitted for
1.3.3 The use of fuel with a flash point below 43oC consideration in lieu of calculations.
is not recommended. However, fuel with a lower
flash point, but not lower than 35oC, may be used in 1.7 Alternative system of survey
gas turbines only, subject to compliance with the
provisions in Chapter 10, Section 2.7.7. 1.7.1 Where items of machinery are manufactured as
individual or series produced units, IRS will give
1.4 Exhaust consideration to the adoption of a survey procedure
based upon an approved quality assurance system to
1.4.1 All engines exhaust systems to be adequate to ISO 9001 (or equivalent) utilizing regular and
ensure the correct functioning of the machinery and systematic audits of the approved manufacturing and
the safe operation of the craft is not put at risk. quality control processes and procedures as an
alternative to the direct survey of individual
1.4.2 Where the surface temperature of the exhaust components.
pipes and silencer may exceed 220oC, they are to be
water cooled or efficiently lagged to minimise the 1.8 Submission of information
risk of fire and to prevent damage by heat. Where
lagging covering the exhaust piping system 1.8.1 At least three copies of plans, information and
including flanges is oil-absorbing or may permit specifications as listed are to be submitted.
penetration of oil, the lagging is to be encased in
sheet metal or equivalent. In locations where the 1.9 Plans
Surveyor is satisfied that oil impingement could not
occur, the lagging need not be encased. 1.9.1 Plans are to indicate clearly the scantlings and
materials of construction. Any design alteration to
1.5 Bearings the plan is to be resubmitted for approval, indicating
clearly the alteration.
1.5.1 Roller element bearings are to have an L10h
design life of at least 30,000 hours, based upon the 1.9.2 Individual chapters also list plans to be
design operating conditions, including short term submitted for specific machinery systems or
high power operation. An L10h design life of less components.
than 30,000 hours would be accepted, provided it is
proposed in conjunction with the manufacturers 1.9.3 Where machinery system components have
design/maintenance manual. been approved under IRSs Type Approval System
or Machinery General Design Appraisal for the
Note : L10h is the basic rating life in hours which proposed design conditions or service, plans of the
90% of a sufficiently large group of apparently component will not be required to be submitted for
identical bearings is expected to attain.

Page 3 of 44
individual new buildings. Full details of the

components are to be advised. b) Excessive overload may require the interval
1.9.4 Plans showing the arrangement of resiliently between surveys to be reduced.
mounted machinery are to indicate the number,
position, type and design of mounts. c) Machinery is to be maintained in accordance
with manufacturer's requirements.
1.9.5 The plans of arrangement of resin chocks for
machinery requiring accurate alignment are to be 1.10.5 Damper and flexible coupling
submitted. characteristics. Documentary evidence that the
characteristics have been verified.
1.10.6 Machinery fastening
1.10.1 Relevant data covering the following topics is
to be submitted. a) Documentary evidence and calculations
indicating that machinery is securely mounted
1.10.2 Service Profile : The machinery power / for the accelerations to be expected during
speed operational envelope indicating all the service.
intended operational points applicable to the class
notation and any short term high power operation. b) Calculations that mountings of large masses
such as main engines, auxiliary engines, lift
1.10.3 Classification Rating : The following fans and electrical equipment can withstand the
operational parameters, using the design conditions design collision acceleration according to
for the intended Class Notation: 1.15.1 without fracturing.
Total barometric pressure, bar. c) Natural frequency calculation of resilient

Temperature of engine room or suction air, oC. mounted machinery.
The relative humidity, percent.
Temperature of sea water, or charge air coolant d) For non-metallic machinery chocks.
inlet, oC.
i) Resin type.
For unrestricted service the operational parameters ii) The effective area and minimum
ambient reference conditions are to be taken as: thickness of the chocks.
iii) The total deadweight loading of
Total barometric pressure, 1000 mb. machinery.
Temperature of engine room or suction air, iv) The thrust load, where applicable, that
45oC. will be applied to the chocked item.
Relative humidity, 60 percent. v) The loading to be applied to the
holding-down bolts.
Temperature of sea water or charge air coolant
vi) The material of the holding-down
inlet, 32oC.
bolts.
vii) The number, thread size and waisted
1.10.4 Short term high power operation. Where
shank diameter (where applicable) of
the propulsion machinery is being considered for
the holding-down bolts.
short term high power operation full details of the
power, speed and time intervals together with
1.10.7 Manuals. The operation and maintenance
fatigue endurance calculations, and documentary
manuals.
evidence indicating the suitability of the component
design under these conditions and for the intended
1.10.8 Failure mode and effect analysis. Where
class notation are required. The following are to be
required for high speed craft, a FMEA is to be
considered prime mover, gearbox, flexible coupling,
carried out as per Annexure 3 covering the following
vibration dampers, shafting and propeller.
systems:
a) The accrued number of load cycles and the
a) Main and auxiliary machinery systems and their
percentage overload are to be those
controls.
recommended by the designers.
b) Steering systems.

Chapter 12
c) Electrical systems. 1.14 Securing of machinery

1.10.9 Fatigue strength analysis. Where
undertaken as an alternative to the requirements of Fastenings
the individual chapters, fatigue strength analysis of
components indicating a factor of safety of 1.5 at the 1.14.1 Bedplates, thrust seatings and other
design loads based on a suitable fatigue failure fastenings are to be of robust construction. The
criteria. The effects of stress concentrations, material machinery is to be securely fixed to the crafts
properties and operating environment are to be taken structure, such that the arrangement is sufficient to
into account. restrain the dynamic forces arising from vertical and
horizontal acceleration appropriate to the intended
1.11 Certification of materials service.
Materials of construction Table 1.13.1 : Inclinations
1.11.1 Materials used in the construction are to be in Installations, Angle of inclination, degrees
accordance with or shown to be equivalent, to Part 2 components (see Note 1)
of the Rules and Regulations for the Construction Athwartship Fore-and-aft
and Classification of Steel Ships. Details of all Static Dyna- Static Dyna-
materials included and not included in Part 2 are to mic mic
be forwarded as soon as possible (preferably at the Main and 15 22.5 5 (see 7.5
design concept stage) and before commencement of auxiliary Note 2)
manufacture. machinery
essential to
1.12 Operating control the
propulsion
Machinery control and safety of
the craft
1.12.1 The design and arrangement is to be such that Emergency 22.5 22.5 10 10
the machinery can be started and controlled on machinery
board, without external aid, so that the operating and
conditions for which the craft is classed, can be equipment
maintained. fitted in
accordance
1.13 Inclination of the craft with statutory
requirements
1.13.1 The main and auxiliary machinery is to be Notes:
designed and installed such that it operates 1. Athwartships and fore-and-aft inclination may
satisfactorily under the conditions as shown in Table occur simultaneously.
1.13.1. 2. Where the length of the craft exceeds 100 m,
the fore-and-aft static angle of inclination may
1.13.2 The arrangements for lubricating bearings be taken as:
and for draining crankcase and other oil sumps of 500/L degrees
main and auxiliary engines, gearcases, electric where,
generators, motors and other running machinery are L = Length of craft, in metres
to be so designed that lubrication will remain
efficient with the craft inclined under the conditions 1.15 Collision load
as shown in Table 1.13.1.
1.15.1 Unless an accurate analysis of the collision
1.13.3 Deviations from these conditions may be load is submitted and found acceptable by IRS, the
accepted taking into consideration type and size of collision load is to be determined from:
the craft and the class notation. The shipbuilder is to
ensure that the main and auxiliary machinery is g (collision) = 1.2 P/(g)
capable of operating at the proposed angles of where the load P is taken as the lesser of:
inclination.

Page 5 of 44
P = 460 (M . CL)2/3 (E.CH)1/3 [kN] 1.16 Resilient mounts
P = 9000 M.CL [CH (T+2)]1/2 [kN] 1.16.1 Creep of rubber mounts and the effects on the
alignments are also to be considered.
where,
1.16.2 Shafting, piping connections and electrical
CH = a factor given in Table 1.15.1 cable connections are to be provided with sufficient
flexibility to accommodate such movements.
0.4 Particular attention should be paid to exhaust
(165 + L) L
CL = . bellows and the effectiveness of flexible couplings.
245 80
1.16.3 Limit stops are to be fitted as necessary to
D = craft depth, in metres, from the underside of ensure that manufacturers limits are not exceeded.
keel amidships to the top of effective hull girder for Suitable means are to be provided to accommodate
catamarans and surface effect ships. propeller thrust.
E = 0.5 V2 [kNm] 1.16.4 Mounts are to be shielded from the possible

detrimental effects of oil.
HT = minimum height, in metres, from tunnel or
wet-deck bottom to the top of effective hull girder 1.17 Machinery mounted on resin chocks
for catamarans and surface effect ships
1.17.1 These Rules relate to the application of
= D for air cushion vehicles synthetic resin compounds as materials for chocks
under machinery components where accurate
L = craft length, in metres. alignments is important, e.g. main engine, gearbox
M = 1.3 for high tensile steel and auxiliary installations where the engine and
M = 1.0 for aluminium alloy generator do not share a common baseplate.
M = 0.95 for mild steel
M = 0.8 for fibre reinforced plastics 1.17.2 Resin compounds used in these applications
T = buoyancy tank clearance to skirt tip, in metres, are to be of a type accepted by IRS.
(negative) for ACVs.
= lifted clearance from keel to water surface, in 1.17.3 The use of resin for chocking gas turbine
metres, (negative) for hydrofoils casings or similar high temperature applications will
= craft draught to the underside of keel amidships, not be considered.
in metres, for all other craft.
V = operational speed of craft [m/s] 1.18 Ventilation system
g = gravitational acceleration = 9.806 [m/s2]
= craft displacement, to be taken as the mean of 1.18.1 Machinery spaces to be adequately ventilated
the lightweight and maximum operational weight, in so as to ensure that when machinery therein is
tonnes. operating at full power in all weather conditions
including heavy weather, an adequate supply of air
is maintained. Ventilation system to be adequate to
Table 1.15.1 : Factor CH
ensure that safe operation of the craft is not put at
risk.
Factor Catama- Mono-hulls, ACVs
CH rans/SES H.Foils
1.18.2 Ventilation to be sufficient under all normal
CH T + 2 + f(D/2) T + 2 + f(D/2) f conditions to prevent accumulation of oil vapour.
2D 2D 4
1.19 Recovery from dead craft condition
Where
f = 0 for T+2<D-HT T+2<D - 1.19.1 Means shall be provided to ensure that
f = 1 for D>T+2D-HT T+2D HT>2 machinery can be brought into operation from the
f = 2 for T+2D HT2 dead craft condition without external aid.

Chapter 12
1.19.2 Dead craft condition for the purpose of 1.19.1 Arrangement and details of the propulsion
is to be understood to mean a condition under which shafting, couplings and bearing disposition etc.
the main propulsion plant and auxiliaries are not in Propeller where the diameter exceeds 1 m.
operation and, in restoring the propulsion, no stored Diagrammatic arrangements of the exhaust
energy is assumed to be available for starting and systems indicating the materials, methods of
operating the propulsion plant, the main source of cooling and if water spray injected, the method
electrical power and other essential auxiliaries. It is of draining.
assumed that means are available at all times to start Starting air system and receivers.
the emergency generator or one of the main Diagrammatic arrangements of pumping and
generators when the main source is arranged piping systems including the air and sounding
according to Ch.13, 3.1.2. pipes for the tanks.
Diagrammatic arrangements of bilge and fire
1.19.3 Where the emergency source of power is an pumps and piping for craft having a rules length
emergency generator which complies with Ch.13, of 12 m and over and subdivided into watertight
Sec.3.4 or a main generator meeting the compartments.
requirements of Ch.13, 3.1.2, it is assumed that
Diagrammatic arrangement of oil fuel piping.
means are available to start this generator and
Construction arrangements of separate oil fuel
consequently this generator may be used for
tanks having a capacity exceeding 250 litres.
restoring operation of the main propulsion plant and
auxiliaries where any power supplies necessary for Electrical equipment as detailed in Chapter 13.
engine operation are also protected to a similar level Steering gear machinery and hydraulic circuit
as the starting arrangements. diagram if applicable.
Fire extinction equipment as detailed in Chapter
1.19.4 Where there is no emergency generator 10.
installed or an emergency generator does not comply Safety plan showing the position of all fire
with Ch.13, Sec.3.4, the arrangements for bringing prevention controls, fixed and loose equipment,
main and auxiliary machinery into operation are to portable extinguishers.
be such that initial charge of starting air or initial Control circuits and alarm points as detailed in
electrical power and any power supplies for engine Chapter 14.
operation can be developed on board the craft
without external aid. If for this purpose an 1.20.1.2 The following particulars are to be
emergency air compressor or electric generator is submitted with the plans of crankshaft, gearbox or
required, these units are to be powered by a hand- shafting as applicable:
starting oil engine or a hand-operated compressor.
Name of manufacturer
1.19.5 The arrangements for bringing main and Type designation
auxiliary machinery into operation are to have a Particulars of engine cycle
capacity such that the starting energy and any power Number of cylinders and vee angle where
supplies for engine operation are available within 30 applicable.
minutes of dead craft condition. Maximum combustion pressure and mean
indicated pressure.
1.20 Requirements for craft with LC or HSLC Span of bearings adjacent to a crank measured
notation from centerline of the bearing to the centerline
of the adjacent bearing.
1.20.1 Plans and particulars Proposed shaft power (kW) and revolutions per
minute of the engine at each operating
1.20.1.1 At least three copies of the following plans condition.
are to be submitted for approval at the earliest Gear box reduction ratio.
opportunity: For engines over 500 kW, see Section 3.
Crankshaft including details of the material 1.20.1.3 Where machinery system components or
specification. equipment have been approved under IRSs Type
Gearing including details of the material Approval System or Machinery Design Appraisal
specification. for the proposed design conditions or intended

Page 7 of 44
service, full details of the components should be to confirm that the machinery is capable of operating
advised to enable the validity of the approval to be under such conditions.
checked. In cases where valid approvals are
confirmed, plans are not required to be submitted for 1.20.4.4 Additional trials or conditions may be
approval for individual craft. imposed to prove the machinery as considered
necessary.
1.20.2 Calculations
1.20.5 Securing of machinery
1.20.2.1 Design calculations are to be submitted for
the following systems and conditions: 1.20.5.1 Crafts with LC or HSLC notation of less
than 150 GT do not have to comply with 1.15. These
a) Direct calculation for design strength of craft are, in general, to have rigid engine seatings
machinery supports, such as engine mountings, constructed integral with the craft. The arrangements
on craft subjected to high accelerations, see are to permit easy access to any fittings such as
Section 1.14. lubricating oil connections, bilge suctions and sea
cocks.
b) Calculations of torsional, axial or lateral
vibrations where the engine power exceeds 200 1.20.5.2 Where the hull is constructed of FRP, wood
kW. or composites and the hull surfaces are not
adequately protected against oil contamination, drip
c) Calculations for any fixed gas or water fire trays are to be fitted under those parts of the engine
smothering systems for machinery space, See and gearbox where leakage of oil fuel or lubricating
Chapter 10. oil might occur. Means are to provided for removing
any leakage easily.
1.20.3 Certification of materials
1.20.5.3 Where resilient mounts are fitted, the name
1.20.3.1 The requirements of Part 2 of the Rules of the manufacturer and details of the type of
and Regulations for the Construction and mounting are to be indicated on the plan of the
Classification of Steel Ships, apply to all types of shafting.
craft.
1.20.5.4 Satisfactory arrangements are to be made to
1.20.3.2 Where no provision is made in these Rules, transmit the propulsion thrust into the craft structure.
materials may be accepted provided that they
comply with an approved specification and such 1.20.6 Ventilation of machinery spaces
tests as may be considered necessary by the
Surveyor. 1.20.6.1 For crafts with LC or HSLC notation of
less than 150 GT the ventilation of the machinery
1.20.3.3 The requirements for materials for space is to be adequate for all conditions of the
machinery components are indicated in the relevant operation of the machinery and in no case is to be
Part or Chapter of the Rules. less than that required by the engine manufacturer.
1.20.4 Operating conditions 1.20.6.2 The engine compartment is to be provided

with inlet and outlet ventilating ducts. One or more
1.20.4.1 The requirements of 1.13 do not apply to inlet ducts are to extend down to a suitable low
crafts with LC or HSLC notation of less than 150 level.
GT.
1.20.6.3 Outlet ducts are to be connected near or at
1.20.4.2 For LC or HSLC craft of 150 GT or the top of the compartment and are to be arranged
greater, the main and auxiliary machinery is to be for natural or mechanical extraction as necessary.
designed to operate under the conditions defined in
Sections 1.12, 1.13, 1.14, 1.15, 1.16 and 1.17. 1.20.6.4 Consideration will be given to equivalent
alternative arrangements provided full details are
1.20.4.3 If operation under the required submitted before construction is commenced.
accelerations cannot be demonstrated on trials,
alternative documentary evidence is to be presented

Chapter 12
1.21 Surveys during construction

Starting;
1.21.1 Machinery is to be surveyed at the Normal and emergency stopping;
manufacturers works from the commencement of Reversing;
work until the final test under working conditions. governor testing;
The Surveyors are to be satisfied that the materials, Safety devices and associated indicators
workmanship and arrangements are satisfactory and and alarms.
in accordance with the Rules.
d) The redundancy arrangements for Category B
1.21.2 IRS requirements for the conditions of craft.
manufacture, survey and certification of materials
used for the production of forged steel and castings e) Tooth contact markings in geared installations
used in the production of components are given in using a recognised technique. The marking is to
Part 2. be as detailed in 3.3.2.10.
1.21.3 Resilient mounts are to be installed under f) For controllable pitch propellers, the pitch
survey and the machinery tested under full working setting under failure conditions.
conditions.
1.22.3 It is to be verified that the propeller performs
1.21.4 Alignment of machinery is to be checked satisfactorily under ahead and astern conditions.
after the first six months of operation. Where controllable pitch propellers are fitted, the
free route astern trial is to be carried out with the
1.22 Sea trials propeller blades set in the full pitch astern condition.
1.22.1 Sea trials are to be of sufficient duration and 1.22.4 It is to be verified that large movements of
carried out under normal operating conditions resiliently mounted machinery do not occur during
applicable to the intended class notation. Individual start up and stop, or during normal operating
chapters give specific requirements. conditions.
1.22.2 Sea trials are to include the demonstration of: 1.22.5 The installation should be tested to ensure
that gas turbines can not be continuously operated
a) The adequacy of the starting arrangements of within any speed range where excessive vibration,
the main engines, auxiliary systems and stalling or surging may be encountered.
emergency generators.
1.22.6 Overloading of machinery is not to occur
b) The effectiveness of the steering gear control under continuous astern power.
systems.
c) Manoeuvring, to include:
Section 2
Propulsion Shafting Systems
2.1 General requirements coupling bolts, keys, key ways, stern bushes and
other associated components of main propulsion
Application shafting.
2.1.1 This chapter is to be read in conjunction with 2.1.3 The diameters may require to be modified as a
the general requirements for Machinery in Section 1. result of alignment considerations and vibration
characteristics or the inclusion of stress raisers, other
2.1.2 This chapter gives the requirements for the than those contained in this Chapter.
dimensions of transmission shafts, other than
gearing, crankshaft and turbine shafts, couplings,

Page 9 of 44
2.2 Power ratings short term high power operation, where

applicable.
2.2.1 For determining the dimensions of main
propulsion components power P is in kW and R in Where undertaken as an alternative to the
revolutions per minute of the component. requirements to this chapter, fatigue endurance
calculations of all components according to
2.3 Clutches Section 1.
2.3.1 Clutches for single engine propulsion plants Vibration analysis and alignment analysis as per
are to be provided with a suitable means for Part 4, Chapter 4, Section 8 of the Rules and
emergency operation in the event of loss of Regulations for the Construction and
operating fluid systems. Their suitability for short Classification of Steel Ships.
term high power operation is to be demonstrated.
The material specifications, including the
2.4 Safety minimum specified tensile strength of each shaft
and coupling component is to be stated. Where
2.4.1 Means are to be provided such that in the event corrosion resistant material not included in
of a failure to a shaft or coupling the occupants of Table 2.8.1 is used for unprotected screw shafts
the craft are not endangered, either directly or by the corrosion fatigue strength in sea water is to
damaging the craft or its systems. Where necessary, be stated together with the chemical
guards may be fitted to achieve compliance with composition and mechanical properties.
these requirements.
Where it is proposed to use composite (non-
2.5 Plans metallic) shafts, details of materials, resin, lay-
up procedure and documentary evidence of
2.5.1 At least three copies of the following plans are fatigue endurance strength.
to be submitted:
2.7 Materials for shafts
Shafting arrangement
Thrust shaft 2.7.1 Components are to be manufactured and tested
Intermediate shafting in accordance with the requirements of Part 2 of
Tube shaft, where applicable Rules and Regulations for the Construction and
Screw shaft Classification of Steel Ships.
Screw shaft oil gland
Screw shaft protection 2.7.2 Where it is proposed to use alloy steel
Sternbush and arrangement in housing forgings, particulars of the chemical composition,
Couplings mechanical properties and heat treatment are to be
Coupling bolts submitted for approval. For main propulsion
Flexible coupling shafting, not exposed to sea water, in alloy steels,
Cardan shafts. the specified minimum tensile strength is not to
exceed 800 [N/mm2] and for other forgings is not to
2.5.2 The shafting arrangement plan is to indicate exceed 1100 [N/mm2].
the relative position of the main engine(s), flywheel,
flexible coupling(s), gearing, thrust block, line 2.7.3 Unprotected screw shafts and tube shafts
shafting and bearing(s), stern tube, A bracket and exposed to seawater are in general to be
propulsion device, as applicable. manufactured, from corrosion resistant ferrous or
non-ferrous material, such as those indicated in
2.6 Calculations and specifications Table 2.8.1.
2.6.1 The following calculations and specifications 2.7.4 In the selection of materials for shafts, keys,
are to be submitted: locking nuts etc., consideration is to be given to their
compatibility with the proposed propeller material.
Calculations or relevant documentation
indicating the suitability of all components for

Chapter 12
2.7.5 Where shafts are manufactured from the shaft may be gradually reduced to that
composite material the process is to be approved. determined with k = 1.0.
2.8 Design and Construction 2.8.2.3 For shafts with design features other than
stated as above, the value of k will be specially
2.8.1 Fatigue strength analysis considered.
2.8.1.1 As an alternative to the following 2.8.3 Thrust shafts

requirements, a fatigue strength analysis of
components can be submitted indicating a factor of 2.8.3.1 The diameter at the collars of the thrust shaft
safety of 1.5 at the design loads, based on a suitable transmitting torque or in way of the axial bearing
fatigue criteria. The effects of stress concentrations, where a roller bearing is used as a thrust bearing is
material properties and operating environment are to to be not less than that required for the intermediate
be taken into account. shaft in accordance with 2.8.2 with a k value of 1.10.
Beyond a length equal to the thrust shaft diameter
2.8.2 Intermediate shafts from the collars, the diameter may be tapered down
to that required for the intermediate shaft with a k
2.8.2.1 The diameter, d, of the intermediate shaft is value of 1.0. For the purpose of the foregoing
to be not less than: calculations, u is to be taken as the minimum tensile
strength of the thrust shaft material [N/mm2].
P 560
d = Fk [mm]
R u + 160
3
2.8.4 Screw shafts and tube shafts
2.8.4.1 Screw shafts and tube shafts (i.e. the shaft

where, which passes through the stern tube, but does not
carry the propeller), made from carbon manganese
k = 1.0 for shafts with integral coupling flanges steel are to be protected by a continuous bronze
complying with 2.8.8 or shrink fit couplings liner, where exposed to sea water. Alternatively, the
liner may be omitted provided the shaft is arranged
= 1.10 for shafts with key ways, where the fillet radii to run in an oil lubricated bush with an approved oil
in the transverse section of the bottom of the key sealing gland at the after end. Lengths of shafting
way are not less than 0.0125d. between stern tubes and brackets, which are readily
visible may be protected by coatings of an approved
= 1.10 for shafts with transverse or radial holes type.
where the diameter of the hole does not exceed 0.3d.
2.8.4.2 Means for the protection of screw shafts and
= 1.20 for shafts with longitudinal slots having a tube shafts are not required when the shafts are
length of not more than 1.4d and a width of not more made of corrosion resistant material.
than 0.2d where d, is determined with k = 1.0.
2.8.4.3 The diameter, dp of the protected forged steel
F = 95 for turbine installations, electric propulsion screw shaft immediately forward of the forward face
installations and diesel engine installations with slip of the propeller boss or, if applicable, the forward
type couplings. face of the screw shaft flange, is to be not less than:
= 100 for other diesel engine installations. where,
P and R are defined in Section 2.2.1. P 560

d p = 100 k [mm]
R u + 160
3
u = specified minimum tensile strength of the shaft

material [N/mm2].
k = 1.22 for a shaft carrying a keyless propeller, or
2.8.2.2 Beyond a length of 0.2d from the end of a where the propeller is attached to an integral flange
key way, transverse hole or radial hole and 0.3d and where the shaft is fitted with a continuous liner,
from the end of a longitudinal slot, the diameter of a coating of an approved type, or is oil lubricated

Page 11 of 44
and provided with an approved type of oil sealing

gland. Table 2.8.1 : Provisional A value for use in
unprotected screw shaft formula
= 1.26 for a shaft carrying a keyed propeller and
where the shaft is fitted with a continuous liner, a Material A Value
coating of an approved type, or is oil lubricated and Stainless steel type 316 (austenitic) 0.71
provided with an approved type of oil sealing gland. Stainless steel type 431 (martensitic) 0.69
Manganese bronze 0.8
P and R are defined in Section 2.2.1. Aluminium bronze 0.65
Nickel copper alloy monel 400 0.65
u = specified minimum tensile strength of the shaft Nickel copper alloy monel K 500 0.55
material [N/mm2] but is not to be taken as greater Duplex steels 0.49
than 600 [N/mm2].
2.8.5 Hollow shafts
2.8.4.4 The diameter, dp of the screw shaft
determined in accordance with 2.8.4.3 is to extend 2.8.5.1 Where the thrust, intermediate, tube shafts
over a length not less than that to the forward edge and screw shafts have central holes having a
of the bearing immediately forward of the propeller diameter greater than 0.4 times the outside diameter,
or 2.5 dp whichever is the greater. the equivalent diameter, de, of a solid shaft is not to
be less than the Rule size, d, (of a solid shaft), where
2.8.4.5 The diameter of the portion of the screw de is given by:
shaft and tube shaft forward of the length required
4
by 2.8.4.3 to the forward end of the stern tube seal is di
to be determined in accordance with 2.8.4.3 with a k d e = d o 1
3
value of 1.15. The change of diameter from that do
determined with k = 1.22 or 1.26 to that determined
with k = 1.15 should be gradual. where,
2.8.4.6 Screw shafts which run in stern tubes and do = proposed outside diameter [mm]
tube shafts may have the diameter forward of the di = diameter of central hole [mm].
forward stern tube seal gradually reduced to the
diameter of the intermediate shaft. Abrupt changes Where the diameter of the central hole does not
in shaft section at the screw shaft/tube shaft to exceed 0.4 times the outside diameter, the diameter
intermediate shaft couplings are to be avoided. is to be calculated in accordance with the
appropriate requirements for a solid shaft.
2.8.4.7 The diameter of corrosion resistant screw
shafts and tube shafts of materials having properties 2.8.6 Cardan shafts
as shown in Table 2.8.1 is to be not less than:
2.8.6.1 Cardan shafts, used in installations having
P more than one propulsion shaftline, are to be of an
d up = 128 A 3
approved design, suitable for the designed operating
R
conditions including short term high power
where, operation. Consideration will be given to accepting
the use of approved cardan shafts in single
A is taken from Table 2.8.1. propulsion unit applications if a complete spare
coupling is to be provided on board.
P and R are as defined in Section 2.2.1.
2.8.6.2 Cardan shaft ends are to be contained within
The diameter of the unprotected screw shaft forward substantial tubular guards that also permit ready
of the stern seal need not be greater than the access for inspection and maintenance.
diameter as required by 2.8.4.6.

Chapter 12
2.8.7 Coupling bolts C = ratio of vibratory/mean torque values at the

rotational speed being considered
2.8.7.1 Close tolerance fitted bolts transmitting shear
are to have a diameter, db, at the flange joining faces D = pitch circle diameter of bolt holes [mm]
of the couplings not less than:
Q = external load on in N
6
240 . 10 P
db = [mm] n = number of tap or clearance bolts
nD u R
y = bolt material yield stresses [N/mm2].
where,
2.8.7.4 Consideration will be given to those
n = number of bolts in the coupling arrangements where the bolts are pretensioned to
D = pitch circle diameter of bolts [mm] loads other than 70 percent of the material yield
u = specified minimum tensile strength of bolts strength.
[N/mm2].
2.8.8 Flange connections of couplings
P and R are as defined in Section 2.2.1.
2.8.8.1 The minimum thicknesses of the coupling
2.8.7.2 At the joining faces of couplings, other than flanges are to be equal to the diameters of the
within the crankshaft and at the thrust coupling bolts at the face of the couplings as
shaft/crankshaft coupling, the Rule diameter of the required by 2.8.7.1, and for this purpose the
coupling bolts may be reduced by 5.2 percent for minimum tensile strength of the bolts is to be taken
craft with notation RS3. as equivalent to that of the shafts. For intermediate,
thrust shafts and the inboard end of the screw shaft,
2.8.7.3 The minimum diameter of tap bolts or of the thickness of the coupling flange is in no case to
bolts in clearance holes at the joining faces of be less than 0.20 of the diameter of the intermediate
coupling flanges, pretensioned to 70 percent of the shaft as required by 2.8.2.1.
bolt material yield strength value, is not to be less
than: 2.8.8.2 The fillet radius at the base of the coupling
flange, integral with the shaft, is to be not less than
0.08 of the diameter of the shaft at the coupling. The
120(10 6 ) FP (1 + C ) 1 fillets are to have a smooth finish and are not to be
d R = 1.348 X +Q
n recessed in way of nut and bolt heads.
RD y
2.8.8.3 Where the propeller is attached by means of
where, a flange, the thickness of the flange is to be not less
than 0.25 of the actual diameter of the adjacent part
dR is taken as the lesser of: of the screw shaft. The fillet radius at the base of the
coupling flange is to be not less than 0.125 of the
a) Mean of effective (pitch) and minor diameters diameter of the shaft at the coupling.
of the threads.
b) Bolt shank diameter away from threads. (Not 2.8.8.4 All couplings which transmit torque are to be
for waisted bolts which will be specially of approved dimensions.
considered).
2.8.8.5 Where couplings are separate from the
P and R are defined in Section 2.2.1. shafts, provision is to be made to resist the astern
pull.
F = 2.5 where the flange connection is not accessible
from within the craft 2.8.8.6 Where a coupling is shrunk on to the parallel
= 2.0 where the flange connection is accessible portion of a shaft or is mounted on a slight taper, e.g.
from within the craft by means of the oil pressure injection method, the
assembly is to meet the requirements of 2.8.11.

Page 13 of 44
2.8.9 Tooth couplings 2.8.11 Interference fit assemblies
2.8.9.1 The contact stress, c, at the flanks of mating 2.8.11.1 The interference fit assembly is to have a
teeth of a gear coupling is not to exceed that given in capacity to transmit a torque of S (Tmax) without
Table below, where: slippage.
6 Note: For guidance purposes only

24 x 10 P 2
= [N/mm ] Tmax = Tmean (1+C).
c Rd p bhz
Where, C is to be taken from Table 2.8.2.
P and R are defined in 2.2.1.
S = 2.0 for assemblies accessible from within the
vessel
dp = pitch circle diameter of coupling teeth [mm]
= 2.5 for assemblies not accessible from within
b = tooth facewidth [mm]
the vessel.
h = tooth height [mm]
z = number of teeth (per coupling half).
Table 2.8.2 : C values for guidance purposes
Allowable c values
Coupling Location C
Tooth material Allowable c value
High Speed Shafting 0.3
surface treatment [N/mm2]
- IC engine driven
Surface hardened teeth 19
High Speed Shafting 0.1
Through hardened 11 - Electric Motor or Turbine driven
teeth
Low Speed Shafting 0.1
- main or PTO stage gearing
2.8.9.2 Where experience has shown that under
similar operating and alignment conditions, a higher
2.8.11.2 The effect of any axial load acting on the
tooth loading can be accommodated full details are
assembly is to be considered.
to be submitted for consideration.
2.8.11.3 The resulting equivalent von Mises stress in
2.8.10 Flexible couplings
the assembly is not to be greater than the yield
strength of the component material.
2.8.10.1 Details of flexible couplings are to be
submitted together with the manufacturers rating
2.8.11.4 Reference marks are to be provided on the
capacity, for the designed operating conditions
adjacent surfaces of parts secured by shrinkage
including short term high power operation.
alone.
Verification of coupling characteristics will be
required.
2.8.12 Keys and keyways for propeller
connections
2.8.10.2 In determining the allowable mean,
maximum and vibratory torque ratings consideration
2.8.12.1 Round ended or sled-runner ended keys are
of the mechanical properties of the selected elastic
to be used and the keyways in the propeller boss and
element type in compression, shear and fatigue
cone of the screw shaft are to be provided with a
loading together with heat absorption/generation is
smooth fillet at the bottom of the keyways. The
to be given.
radius of the fillet is to be at least 0.0125 of the
diameter of the screw shaft at the top of the cone.
2.8.10.3 In determining the allowable torque ratings
The sharp edges at the top of the keyways are to be
of the steel spring couplings, consideration of the
removed.
material mechanical properties to withstand fatigue
loading and overheating is to be given.

Chapter 12
2.8.12.2 Two screwed pins are to be provided for 2.8.13.2 The effective area of the key in shear, A, is
securing the key in the keyway and the forward pin to be not less than:
is to be placed at least one-third of the length of the
key from the end. The depth of the tapped holes for 126 d 3
A= [mm 2 ]
the screwed pins is not to exceed the pin diameter u d1
and the edges of the holes are to be slightly bevelled.
The omission of pins for keys for small diameter
where,
shafts will be specially considered.
d = diameter [mm], required for the intermediate
2.8.12.3 The distance between the top of the cone
shaft determined in accordance with 2.8.2, based on
and the forward end of the keyway is to be not less
material having a specified minimum tensile
than 0.2 of the diameter of the screw shaft at the top
strength of 400 [N/mm2] and k=1
of the cone.
d1 = diameter of shaft at mid-length of the key [mm]
2.8.12.4 The effective sectional area of the key in
shear, is to be not less than:
u = specified minimum tensile strength (UTS) of
155 d3 the key material [N/mm2].
[mm 2 ]
u d1
2.8.14 Corrosion resistant liners on shafts
where, 2.8.14.1 Liners may be bronze, gunmetal, stainless

steel or other approved alloy.
d = diameter [mm] required for the intermediate
shaft determined in accordance with 2.8.2, based on 2.8.14.2 The thickness, t of liners fitted on screw
material having a specified minimum tensile shafts or on tube shafts, in way of the bushes, is to
strength of 400 [N/mm2] and k = 1. be not less, when new, than given by the following
formula:
d1 = diameter of shaft at mid length of the key [mm].
D + 230
u = specified minimum tensile strength (UTS) of t= [mm]
the key material [N/mm2]. 32
The effective area in crushing of key, shaft or boss is where,

to be not less than:
t = thickness of the liner [mm]
3
24 d
[mm 2 ] D = diameter of the screw shaft or tube shaft under
y d1 the liner [mm].
where, The thickness of a continuous liner between the

bushes is to be not less than 0.75t.
y = yield strength of key, shaft or boss material as
appropriate [N/mm2]. 2.8.14.3 Continuous liners are to be fabricated or
cast in one piece.
2.8.13 Keys and keyways for inboard shaft
connections 2.8.14.4 Where liners consist of two or more
lengths, these are to be butt welded together. In
2.8.13.1 Round ended keys are to be used and the general, the lead content of the gunmetal of each
keyways are to be provided with a smooth fillet at length forming a butt welded liner is not to exceed
the bottom of the keyways. The radius of the fillet is 0.5 percent. The composition of the electrodes or
to be at least 0.0125 of the diameter of the shaft at filler rods is to be substantially lead-free.
the coupling. The sharp edges at the top of the
keyways are to be removed.

Page 15 of 44
2.8.14.5 The circumferential butt welds are to be of 2.8.15.2 The length of the bearing in the sternbush
multi-run, full penetration type. Provision is to be next to and supporting the propeller is to be as
made for contraction of the weld by arranging for a follows:
suitable length of the liner containing the weld, if
possible about three times the shaft diameter, to be a) For water lubricated bearings which are lined
free of the shaft. To prevent damage to the surface with rubber composition or staves of approved
of the shaft during welding, a strip of heat resisting plastics material, the length is to be not less than
material covered by a copper strip should be inserted four times the diameter required for the screw
between the shaft and the liner in way of the joint. shaft under the liner.
Other methods for welding this joint may be
accepted if approved. The welding is to be carried b) For water lubricated bearings lined with two or
out by an approved method and to the Surveyors more circumferentially spaced sectors, of an
satisfaction. approved plastics material, without axial
grooves in the lower half, the length of the
2.8.14.6 Each continuous liner or length of liner is to bearing is to be such that the nominal bearing
be tested by hydraulic pressure to 2.0 bar after rough pressure will not exceed 0.55 [N/mm2]. The
machining. length of the bearing is to be not less than twice
its diameter.
2.8.14.7 Liners are to be carefully shrunk on to the
shafts by hydraulic pressure. Pins are not to be used c) For bearings which are white-metal lined, oil
to secure the liners. lubricated and provided with an approved type
of oil sealing gland, the length of the bearing is
2.8.14.8 Effective means are to be provided for to be approximately twice the diameter required
preventing water from reaching the shaft at the part for the screw shaft and is to be such that the
between the after end of the liner and the propeller nominal bearing pressure will not exceed 0.8
boss. [N/mm2]. The length of the bearing is to be not
less than 1.5 times its diameter.
2.8.14.9 If the liner does not fit the shaft tightly
between the bearing portions in the stern tube, the d) For bearings of cast iron and bronze which are
space between the shaft and the liner is to be fitted oil lubricated and fitted with an approved oil
with a plastic insoluble non-corrosive compound. sealing gland, the length of the bearing is, in
general, to be not less than four times the
2.8.15 Sternbushes and sterntube arrangement diameter required for the screw shaft.
2.8.15.1 Where the sterntube or sternbushes are to e) Non metallic bearings are to be manufactured
be installed using a resin, of an approved type, the from approved material.
following requirements are to be met:
2.8.15.3 Sternbushes are to be adequately secured in
a) Pouring and venting holes are to be provided at housings.
opposite ends with the vent hole at the highest
point. 2.8.15.4 Forced water lubrication is to be provided
b) The minimum radial gap occupied by the resin for all bearings lined with rubber or plastics. The
is to be not less than 6 mm at any one point with supply of water may come from a circulating pump
a nominal resin thickness of 12 mm. or other pressure source. Flow indicators are to be
c) In the case of oil lubricated sterntube bearings, provided for the water service to plastics and rubber
the arrangement of the oil grooves is to be such bearings. The water grooves in the bearings are to be
as to promote a positive circulation of oil in the of ample section and of a shape which will be little
bearing. affected by weardown, particularly for bearings of
d) Provision is to be made for the remote the plastics type.
measurement of the temperature at the aft end of
the aft bearing, with indication and alarms at the 2.8.15.5 The shut-off valve or cock controlling the
control stations. supply of water is to be fitted direct to the after peak
bulkhead, or to the sterntube where the water supply
enters the sterntube forward of the bulkhead.

Chapter 12
2.8.15.6 Oil sealing glands must be capable of 2.11 Control and Monitoring
accommodating the effects of differential expansion
between hull and line of shafting for all sea 2.11.1 Unattended machinery
temperatures in the proposed area of operation. This
requirement applies particularly to those glands 2.11.1.1 Where sterntube lubrication oil systems are
which span the gap and maintain oiltightness fitted with automatic or remote controls so that
between the sterntube and the propeller boss. under normal operating conditions they do not
require any manual intervention by the operators,
2.8.15.7 Where a tank supplying lubricating oil to they are to be provided with the alarms indicated in
the sternbush is fitted, it is to be located above the Table 2.11.1.
load waterline and is to be provided with a low level
alarm device in the machinery space. See also Table 2.11.1 : Alarms
2.11.1.
Item Alarm
2.8.15.8 Where sternbush bearings are oil lubricated, Sterntube lubricating oil tank level Low
provision is to be made for cooling the oil by Sterntube bearing temperature (oil High
maintaining water in the after peak tank above the lubricated)
level of the sterntube or by other approved means.
Means for ascertaining the temperature of the oil in 2.12 Requirements for Craft with LC or
the sterntube are also to be provided. HSLC notation
2.8.15.9 Where In-Water-Survey is proposed to be 2.12.1 General

carried out means are to be provided for ascertaining
the clearance in the sternbush with the vessel afloat. 2.12.1.1 Crafts with LC or HSLC notation do not
have to comply with 2.3.1 in respect of emergency
2.9 Vibration and alignment operation of clutches on single screw installations.
2.9.1 For the requirements for torsional, axial and 2.12.2 Details to be submitted
lateral vibration and for alignment of the shafting,
see Part 4, Chapter 4, Section 8 of the Rules and 2.12.2.1 The corrosion fatigue strength of corrosion
Regulations for the Construction and Classification resistant shaft material need not be submitted if the
of Steel Ships. material is as shown in Table 2.8.1. See also 2.6.
2.10 Protection of propeller shafts 2.12.3 Materials
2.10.1 In monohulls, propeller shaft and bearings of 2.12.3.1 The proposals to use extruded non-ferrous
at least one main engine, when passing through the or composite materials will receive special
aft machinery space, are to be protected as follows: consideration.
a) steel shaft bearings by water spray, 2.12.3.2 Otherwise requirements of Part 2 of Rules
and Regulations for the Construction and
b) shafts made of composite material (FRP), either Classification of Steel Ships will apply.
by
2.12.4 Sternbushes and sterntube arrangement
i) passive fire protection for 60 minutes
duration, or 2.12.4.1 For craft of less than 150 GT, the
requirements of 2.8.15.6 do not apply. Sterntube
ii) a water spray system and able to transmit the bearings of approved plastics materials are to be so
full torque of the propulsion engine after a designed as to ensure an adequate supply of water
standard fire test of 7 minutes. for lubrication.

Page 17 of 44
2.12.4.2 The aftermost propeller shaft bearing in the

sterntube is to be secured to prevent rotational and 2.13 Construction
axial movement.
2.13.1 Boring of the sternframe, fitting of the
2.12.4.3 For craft of less than 150 GT, the sterntube and bearings and aligning the shafting are
requirements of 2.8.15.8 do not apply. to be carried out to a formal traceable procedure.
2.12.5 Alarms 2.13.2 Before boring the sternframe the structural

steel work should be generally complete to the upper
2.12.5.1 The requirements of 2.11.1 do not apply to deck and to the engine room forward bulkhead.
craft of less than 150 GT.
Section 3
Prime Mover and Gearing
3.1 Diesel Engines 3.1.1.5 Engine type testing
3.1.1 General Requirements 3.1.1.5.1 New engine types or developments of

existing types are to be subjected to an agreed
3.1.1.1 Application programme of type testing to complement the design
appraisal and review of documentation. The
3.1.1.1.1 This section is to be read in conjunction programme will need to include short term high
with the General Requirements for Machinery in power operation where applicable.
Section 1.
3.1.1.6 Plans and information
3.1.1.1.2 The requirements of crankshaft design do
not apply to diesel engines intended for essential 3.1.1.6.1 At least three copies of the following plans
services where power does not exceed 100 kW. are to be submitted:
3.1.1.2 Power ratings - Crankshaft assembly plan.

- Crankshaft details plan
3.1.1.2.1 For determining the dimensions of main - Thrust shaft.
propulsion components power P is in kW and R in - Thrust bearing assembly.
revolutions per minute of the component. - Coupling bolts.
- Counterweights, where attached to
3.1.1.3 Power conditions for generator sets crankthrow.
- Main engine holding down arrangement.
3.1.1.3.1 Auxiliary engines coupled to electrical - Type and arrangement of crankcase
generators are to be capable under service conditions explosion relief valves.
of developing continuously the power to drive the - Details of the securing and collision
generators at full rated output (kW) and of arrangements.
developing for a short period (15 minutes) an - Schematic oil fuel system, including
overload power of not less than 10 percent (See controls and safety devices.
Chapter 13). - Lubricating oil system.
- Starting air system.
3.1.1.4 Inclination of craft - Cooling water system.
- Control engineering aspects in accordance
3.1.1.4.1 Main and essential auxiliary diesel engines with Chapter 14.
are to operate satisfactorily under the conditions as - Shielding of high pressure fuel pipes.
shown in Table 1.13.1 in Section 1. - Longitudinal and transverse cross-section.
- Cast bedplate, crankcase and frames.

Chapter 12
- Cylinder cover, liner and jacket (or engine 3.1.1.6.3 Where it is proposed to use alloy castings,
block). micro alloyed or alloy steel forgings or iron castings,
- Piston assembly. details of the chemical composition, heat treatment
- Tie rod. and mechanical properties are to be submitted.
- Connecting rod, piston rod and crosshead
assemblies. 3.1.1.6.4 For engine types built under licence it is
- Camshaft drive and camshaft general intended that the above documentation be submitted
arrangement. by the Licensor. Each Licensee is then to submit the
- Shielding and insulation of exhaust pipes. following:
- Details of turbochargers.
- Vibration dampers/detuners and moment - A list, based on the above, of all documents
compensators. required with the relevant drawing numbers and
- Cross-sectional plans of the assembled revision status from both Licensor and
turbo-charger with main dimensions. Licensee.
- Fully dimensioned plans of the rotor. - The associated documents where the Licensee
- Material particulars with details of welding proposes design modifications to components.
and surface treatments. In such cases a statement is to be made
- Turbo-charger operating and test data. confirming the Licensors acceptance of the
proposed changes.
3.1.1.6.2 The following information and calculations
are to be submitted: 3.1.1.6.5 In all cases a complete set of endorsed
documents will be required by the Surveyor
- Crankshaft design data as outlined in Part 4, attending the Licensees works.
Chapter 4, Section 4 of the Rules and
Regulations for the Construction and 3.1.1.6.6 A Failure Modes and Effects Analysis
Classification of Steel Ships. (FMEA) as detailed in Section 1 is to be submitted.
- Combustion pressure displacement relationship
- Power/speed operational envelope. 3.1.1.6.7 Where considered necessary additional
- Calculations and information for short term documentation may be required.
high power operation where applicable.
- Arrangement and welding specifications with 3.1.2 Material, design and construction
details of the procedures for fabricated bed
plate, crankcases, frames and entablatures. 3.1.2.1 For material test and inspection refer to Part
Details of welding consumables, fabrication 2 and Part 4 of Rules and Regulations for the
sequence and heat treatments are to be included. Construction and Classification of Steel Ships.
- Operation and maintenance manuals.
- Material specifications covering the listed 3.1.2.2 For crankshaft design refer to Part 4, Chapter
components together with details of any surface 4, Section 8 of the Rules and Regulations for the
treatments, non-destructive testing and Construction and Classification of Steel Ships.
hydraulic tests.
- Arrangement of interior lighting, where 3.1.2.3 Requirements of construction of welded
provided. structure to meet Part 4, Chapter 4, Section 4 of the
- Engine type test programme, where required Rules and Regulations for the Construction and
including proposals for short term high power Classification of Steel Ships.
operation.
- Alternative proposals for hydraulic tests where 3.1.2.4 For crankcase, relief valve, vent pipes,
design features are such that modifications to crankcase covers, starting arrangement, air
the test requirements are necessary. compressor, receiver, starting air pipe and electrical
starting refer Part 4, Chapter 4, Section 4 of the
Rules and Regulations for the Construction and

Page 19 of 44
3.1.2.5 The requirements for battery installations are collection of leakages and arrangements to be
given in Chapter 13. provided for an alarm to be given of a fuel line
failure.
3.1.3 Safety Arrangements on Engines
3.1.4.2.3 The protection is to prevent oil fuel or oil
3.1.3.1 Cylinder relief valves fuel mist from reaching a source of ignition on the
engine or its surroundings. Suitable drainage
3.1.3.1.1 Cylinder relief valves are to be fitted to arrangements are to be made for draining any oil
engines having cylinders over 230 mm bore. The fuel leakage and for preventing contamination of the
valves are to be loaded to not more than 40 percent lubricating oil by oil fuel.
above the designed maximum pressure and are to
discharge where no damage can occur. 3.1.4.3 Oil fuel filters and fittings
Consideration will be given to any other alternative
relief arrangement. 3.1.4.3.1 Two or more filters are to be fitted in the
oil fuel supply lines to the main and auxiliary
3.1.3.1.2 In the case of auxiliary engines, engines and the arrangements are to be such that any
consideration will be given to the replacement of the filter can be cleaned without interrupting the supply
relief valve by an efficient warning device of of filtered oil fuel to the engines.
overpressure in the cylinder.
3.1.4.3.2 Drip trays are to be fitted under oil fuel
3.1.3.2 Scavenge relief valve filters and other fittings which are required to be
opened up frequently for cleaning or adjustment or
3.1.3.2.1 Scavenge spaces in open connection with where there is the possibility of leakage. Alternative
cylinders are to be provided with explosion relief arrangements may be acceptable and full details
valves. should be submitted for consideration.
3.1.4 Piping Systems 3.1.4.4 Lubricating oil systems
3.1.4.1 General 3.1.4.4.1 Lubricating oil arrangements are to comply

with the requirements of Chapter 11 as applicable.
3.1.4.1.1 Diesel engine piping systems are, in
general, to comply with the requirements of Chapter 3.1.4.4.2 Where the lubricating oil for main
11, due regard being paid to the particular type of propelling engines is circulated under pressure,
installation. provision is to be made for the efficient filtration of
the oil. The filters are to be capable of being cleaned
3.1.4.1.2 Synthetic rubber hoses, with single or without stopping the engine or reducing the supply
double closely woven integral wire braid of filtered oil to the engine. Proposals for an
reinforcement, or convoluted metal pipes with wire automatic by-pass for emergency purposes in high
braid protection, may be used in compressed air, speed engines are to be submitted for special
fresh water, sea-water, oil fuel and lubricating oil consideration.
systems. Where synthetic rubber hoses are used for
fuel the hoses are to have external wire braid 3.1.4.5 Engine cooling water systems
protection in addition to the integral wire braid.
3.1.4.5.1 Cooling water arrangements are to comply
3.1.4.2 Oil fuel systems with the requirements of Chapter 11, as applicable.
3.1.4.2.1 Oil fuel arrangements are to comply with 3.1.4.6 Exhaust systems
the requirements of Chapter 11, as applicable.
3.1.4.6.1 Where the exhaust is led overboard near
3.1.4.2.2 On main and auxiliary engines all external the waterline, means are to be provided to prevent
high pressure fuel delivering lines between the high water from being siphoned back to the engine.
pressure fuel pumps and fuel injectors to be Where the exhaust is cooled by water spray, the
protected with a jacketed piping system capable of exhaust pipes are to be self draining overboard.
containing fuel from a high pressure line failure. The Erosion/corrosion resistant shut-off flaps or other
jacketed piping system shall include a means of devices are to be fitted on the hull side shell or pipe

Chapter 12
end and acceptable arrangements made to prevent within 10 percent momentary variation and 5
water flooding the space or entering the engine percent permanent variation under the following
exhaust manifold. conditions:
3.1.4.6.2 Where the exhausts of two or more engines a) Full load is suddenly taken off.
are led to a common silencer or exhaust gas heated
boiler or economizer, an isolating device is to be b) Full load is suddenly applied following a
provided in each exhaust pipe. minimum of 15 minutes no load. If the BMEP is
greater than 8 bar the load may be applied as
3.1.4.6.3 The arrangement of the exhaust system is follows:
to be such as to prevent exhaust gases being drawn
into the manned spaces, air conditioning systems 800
%
and air intakes. They should not discharge into air BMEP
cushion intakes.
(but not less than 1/3 full load), then full load
3.1.5 Control and monitoring being attained in not more than two equal stages
as rapidly as possible.
3.1.5.1 General
3.1.5.3.2 Emergency engines are to comply with
3.1.5.1.1 The control and monitoring systems are to above except that the initial load required by above
comply with the requirements of Chapter 14. is to be not less than the total connected emergency
statutory load.
3.1.5.1.2 While it is recommended that oil mist
monitoring or engine bearing temperature monitors 3.1.5.3.3 For alternating current installations, the
for crankcase protection be fitted, they are in any permanent speed variation of the machines intended
case to be provided: for parallel operation are to be equal within a
tolerance of 0.5 percent. Momentary speed
a) When arrangements are fitted to override the variations with load changes in accordance with
automatic stop for excessive reduction of the above are to return to and remain within one percent
lubricating oil supply pressure. of the final steady state speed in not more than eight
b) For engines of 2,250 kW and above or having seconds.
cylinders of more than 300 mm bore.
3.1.5.4 Overspeed protective devices
3.1.5.1.3 All main and auxiliary engines intended for
essential services are to be provided with means of 3.1.5.4.1 Each main engine developing 200 kW or
indicating the lubricating oil pressure supply to over which can be declutched or which drives a
them. Where such engines are of more than 220 kW, controllable (reversible) pitch propeller, also each
audible and visual alarms are to be fitted to give auxiliary engine developing 200 kW and over for
warning of an appreciable reduction in pressure of driving an electric generator, is to be fitted with an
the lubricating oil supply. Further, these alarms are approved overspeed protective device.
to be actuated from the outlet side of any
restrictions, such as filters, coolers, etc. 3.1.5.4.2 The overspeed protective device, including
its driving mechanism, is to be independent of the
3.1.5.2 Main engine governors governor required by 3.1.5.2 or 3.1.5.3 and is to be
so adjusted that the speed does not exceed that for
3.1.5.2.1 An efficient governor is to be fitted to each which the engine and its driven machinery are to be
main engine so adjusted that the speed does not classed by more than 20 percent for main engines
exceed that for which the engine is to be classed by and 15 percent for auxiliary engines.
more than 15 percent.
3.1.5.5 Engine stopping
3.1.5.3 Auxiliary engine governors
3.1.5.5.1 At least two independent means of
3.1.5.3.1 Auxiliary engines intended for driving stopping the engines quickly from the control station
electric generators are to be fitted with governors under any conditions is to be available.
which, with fixed setting, are to control the speed

Page 21 of 44
3.1.5.6 Unattended machinery 3.1.5.6.2 Where a first stage alarm together with a
second stage alarm and automatic shutdown of
3.1.5.6.1 Where machinery, is fitted with automatic machinery are required by Tables 3.1.5.1 and
or remote controls so that under normal operating 3.1.5.2, the sensors and circuits utilised for the
conditions it does not require any manual second stage alarm and automatic shutdown are to
intervention by the operators, it is to be provided be independent of those required for the first stage
with the alarms and safety arrangements required by alarm.
3.1.5 to 3.1.6 as appropriate. Alternative
arrangements which provide equivalent safeguards
will be considered.
Table 3.1.5.1
Item Alarm Note

Lubricating oil sump level Low -
Lubricating oil inlet pressure++ 1st stage Low++ Engines (and gearing if fitted)
2nd stage Low Automatic shutdown engines (and
gearing if fitted) 3.1.5.6.2
Lubricating oil inlet temperature* High Engines (and gearing if fitted)
Lubricating oil filters differential High -
pressure
Cylinder lubricator flow Low unit One sensor per lubricator
Piston coolant inlet pressure Low If a separate system
Piston coolant outlet temperature* High Per cylinder (if a separate system)
Piston coolant outlet flow Low Per cylinder (if a separate system)
Cylinder coolant inlet pressure or Low -
flow*++
Cylinder coolant outlet 1st stage High++ Per cylinder (if a separate system)
temperature*++ or manifold++
2nd stage High Automatic shutdown medium and
high speed engines, 3.1.5.6.2
Sea water cooling pressure Low -
Thrust bearing temperature* High -
Fuel valve coolant pressure Low If a separate system
Fuel valve coolant, temperature High If a separate system
Oil fuel pressure from booster pump Low -
Oil fuel temperature or viscosity High and Low Heavy oil only
Charge air cooler outlet temperature High and Low 4 stroke medium and high speed
engines
Scavenge air temperature High Per cylinder (fire detection, 2 stroke
engines)
Exhaust gas temperature High Per cylinder (or deviation from
average temperature)
Turbo-charger exhaust gas outlet High -
temperature*
Turbo-charger lubricating oil inlet Low If system not integral with turbo-
pressure charger
Turbo-charger lubricating oil inlet High If system not integral with turbo-
temperature charger
Starting air pressure* Low Before engine manoeuvring valve
Overspeed High See 3.1.5.4
Automatic start of engine Failure See 3.1.6.6

Chapter 12
Notes:
1. Where per cylinder appears in this table, suitable alarms maybe situated on manifold outlets for medium and
high speed engines
2. For engines of 1500 kW or less only the items marked * are required.
3. For craft of LC or HSLC notation with engines of 500 kW or less, only the items marked ++ are required.
3.1.5.6.3 Means are to be provided to prevent leaks 3.1.6.4 The following engine services are to be fitted
from high pressure oil fuel injection piping for main with automatic temperature controls so as to
and auxiliary engines dripping or spraying onto hot maintain steady state conditions throughout the
surfaces or into machinery air inlets. Such leakage normal operating range of the propulsion engine(s):
should be led to a collector tank(s) fitted in a safe
position with an alarm to indicate that leakage is a) Lubricating oil supply.
taking place. These requirements may also be b) Piston coolant supply, where applicable.
applicable to high pressure hydraulic oil piping c) Cylinder coolant supply, where applicable.
depending upon the location. d) Fuel valve coolant supply, where applicable.
3.1.6 Diesel engines for propulsion purposes 3.1.6.5 Indication of the starting air pressure is to be
provided at each control station from which it is
3.1.6.1 Alarms and safeguards are indicated in possible to start the main propulsion engine(s).
below and Table 3.1.5.1. See also 3.1.5.1.2 and
3.1.5.1.3. 3.1.6.6 The number of automatic consecutive
attempts which fail to produce a start is to be limited
3.1.6.2 Alarms are to operate and indication is to be to three attempts. For reversible engines which are
given at the relevant control stations that the speed started and stopped for manoeuvring purposes,
or power of the main propulsion engine(s) is to be means are to be provided to maintain sufficient
reduced for the following fault conditions: starting air in the air receivers. For electric starting,
see Part 4, Chapter 4, Section 4, Clause 4.11 of the
a) Oil mist in crankcase or high bearing Rules and Regulations for the Construction and
temperature (if detection is fitted 3.1.5.1.2). Classification of Steel Ships.
b) Low piston coolant pressure or flow.
c) High piston coolant outlet temperature. 3.1.6.7 Prolonged running in a restricted speed range
d) Low cylinder coolant pressure or flow. is to be prevented automatically or, alternatively, an
e) High cylinder coolant temperature. indication of restricted speed ranges is to be
f) High exhaust gas temperature per cylinder or provided at each control station.
deviation from average temperature (high).
3.1.7 Auxiliary and other engines
3.1.6.3 Reduction of speed or power may be effected
by either manual or automatic control. 3.1.7.1 Alarms and safeguards are indicated in Table
3.1.5.2. See also 3.1.5.1.2 and 3.1.5.6.3.

Page 23 of 44
Table 3.1.5.2
Item Alarm Note

Lubricating oil inlet temperature High -
1st stage Low -
Lubricating oil inlet pressure 2nd stage Low Automatic shutdown of engine*, see
3.1.5.6.2
1st stage High For engines over 200 kW
2nd stage High For engines over 200 kW
Coolant outlet temperature
Automatic shutdown of engine*, see
3.1.5.6.2
Coolant pressure or flow Low -
Overspeed High See 3.1.5.4
Starting air pressure Low -
Notes:
1. There are no classification requirements for the items marked* in the case of engines being used for the
emergency source of electrical power required by SOLAS.
2. The arrangements are to comply with the requirements of the National Authority concerned.
3.1.8 Requirements for craft with LC or permissible speed and maximum permissible
HSLC notation temperature. Following the test the turbo-charger is
to be completely dismantled for examination of all
3.1.8.1 General parts. Alternative arrangements will be considered.
3.1.8.1.1 The requirements for inclination of craft do 3.1.9.2 All rotors are to be dynamically balanced on
not apply to craft with LC or HSLC notation less final assembly to the Surveyors satisfaction.
than 150 GT.
3.1.9.3 All fully bladed rotor sections and
3.1.8.2 Details to be submitted impeller/inducer wheels are to be over-speed tested
for three minutes at either 20 percent above the
3.1.8.2.1 The requirements of 3.1.1.6.6 (FMEA) as maximum permissible speed at room temperature or
detailed in Section 1 do not apply to crafts with LC 10 percent above the maximum permissible speed at
or HSLC notation. the normal working temperature.
3.1.8.3 Materials 3.1.9.4 Turbo-chargers are to be given a mechanical

running test of 20 minutes duration at the maximum
3.1.8.3.1 Materials for which no provision is made permissible speed.
in this part of the Rules may be accepted provided
that they comply with an approved specification and 3.1.9.5 Upon application, with details of an
such tests as may be considered necessary. historical audit covering previous testing of turbo-
chargers manufactured under an approved quality
3.1.8.4 Crankshaft design assurance scheme, consideration will be given to
confining the test to a representative sample of
3.1.8.4.1 The requirements of 3.1.1.5 and 3.1.2.2 do turbo-chargers.
not apply to crafts with LC or HSLC notation
having main or auxiliary diesel engines with a power 3.2 Gas Turbine
output not exceeding 100 kW:
3.2.1 General Requirements
3.1.9 Turbochargers
The requirements of this chapters are applicable to
3.1.9.1 A type test is to consist of hot gas running gas turbine for main propulsion and essential
test of at least one hour duration at the maximum machinery.

Chapter 12
d) High temperature characteristics of the

3.2.1.1 Power ratings materials, where applicable, including (at the
working temperatures) the associated creep rate
3.2.1.1.1 For determining the dimensions of main and rupture strength for the designed service
propulsion components power P is in kW and R in life, fatigue strength, corrosion resistance and
revolutions per minute of the component. scaling properties. Particulars of heat treatment,
including stress relief, where applicable.
3.2.1.2 Power conditions for generator sets Material specifications covering the listed
components together with details of any surface
3.2.1.2.1 Auxiliary gas turbines coupled to electrical treatments, non-destructive testing and
generators are to be capable under service conditions hydraulic tests.
of developing continuously the power to drive the
generators at full rated output and of developing for 3.2.2.3 The most onerous pressures and
a short period (15 minutes) an overload power of not temperatures to which each component may be
less than 10 per cent. subjected are to be indicated on plans or provided as
part of the design specification.
3.2.1.3 Inclination of craft
3.2.2.4 Calculations of the steady state stresses,
Main and essential auxiliary gas turbines are to including the effect of stress raisers, etc., in the
operate satisfactorily under the conditions as shown turbine and compressor rotors and blading at the
in Section 1, Table 1.13.1 maximum speed and temperature in service are to be
submitted. Such calculations should indicate the
3.2.2 Particulars to be submitted designed service life and be accompanied, where
possible, by test results substantiating the limiting
3.2.2.1 Plans and information criteria.
At least three copies of the following plans are to be 3.2.2.5 Details of calculations and tests to establish
submitted: the service life of other stressed parts, including
gearing (where applicable), bearings, seals, etc., are
All plans as in Rules and Regulation for the also to be submitted. All calculations and tests
Construction and Classification of Steel Ships. should take account of all relevant environmental
Securing arrangement (including details of factors including particular type of service and fuel
resilient mounts where applicable). intended to be used.
Control engineering aspects in accordance with
Part 16, Chapter 1. 3.2.2.6 Components fabricated by means of welding
Lubricating oil system schematic. will be considered for acceptance if constructed by
Starting system schematic. firms whose works are properly equipped to
Cooling water system schematic, where undertake welding of the standards appropriate to
applicable. the components. Details are to be submitted for
consideration.
3.2.2.2 The following information and calculations
are to be submitted: 3.2.2.7 Before work is commenced, manufacturers
are to submit for consideration details of proposed
a) Details of the acoustic enclosure fire detection welding procedures and their proposals for routine
and extinguishing system, where applicable; examination of joints by non-destructive means.
b) Power/speed operational envelope. Calculations
and information for short term high power 3.2.2.8 The manufacturers proposals for testing the
operation were applicable. Operation and gas turbine are to be submitted for consideration.
maintenance manuals.
c) Calculations of the critical speeds of blade and 3.2.2.9 A Failure Mode and Effects Analysis
rotor vibration giving full details of the basic (FMEA) is to be submitted as detailed in Section 1.
assumptions. An analysis of the effect of a rotor
blade failure and any details of service
experience.

Page 25 of 44
3.2.3 Materials critical speeds are found by calculation to occur

within the operating speed range, vibration
3.2.3.1 Materials for forgings measurements may be required in order to verify the
calculations.
3.2.3.1.1 Refer Part 2, Chapter 5, Section 3 and Part
4, Chapter 4, Section 3.3 of Rules and Regulations 3.2.4.3 Containment
Ships. 3.2.4.3.1 The gas turbine is to be located such that
any flying debris resulting from a failure will not
3.2.3.1.2 For alloy steels, specifications giving the endanger the craft, other machinery, occupants of
proposed chemical composition and heat treatment the craft or any other persons.
are to be submitted for approval.
3.2.4.3.2 Where an acoustic enclosure is fitted which
3.2.3.1.3 When it is proposed to use a material of completely surrounds the gas generator and the high
higher tensile strength, full details are to be pressure oil pipes, a fire detection and extinguishing
submitted for approval. system is to be provided for the acoustic enclosure.
3.2.3.1.4 Components of non-ferrous construction 3.2.4.4 External influences

should be submitted for consideration, together with
full details of materials to be used and method of 3.2.4.4.1 Pipes and ducting connected to casings are
fabrication. to be so designed that no excessive thrust loads or
moments are applied by them to the compressors
3.2.3.2 Material tests and inspection and turbines.
3.2.3.2.1 Components are to be rested in accordance 3.2.4.4.2 Platform gratings and fittings in way of the
with the relevant requirements of Part 2. supports are to be so arranged that casing expansion
is not restricted.
3.2.3.2.2 For components of novel design special
consideration will be given to the material test and 3.2.4.4.3 Where main turbine seatings incorporating
non-destructive testing requirements. a tank structure we proposed, consideration is to be
given to the temperature variation of the tank in
3.2.4 Design service to ensure that turbine alignment will not be
adversely affected.
3.2.4.1 General
3.2.5 Construction
3.2.4.1.1 All parts of turbines, compressors, etc., are
to have clearances and fits consistent with adequate 3.2.5.1 Welded components
provision for the relative thermal expansion of the
various components. Special attention is to be given 3.2.5.1.1 Major joints are to be designed as full
to minimizing casing and rotor distortion under all strength welds and for complete fusion of the joint.
operating conditions.
3.2.5.1.2 Stress relief heat treatment is to be applied
3.2.4.1.2 Turbine bearings are to be so disposed and to all cylinders, rotors and associated components on
supported that lubrication is not adversely affected completion of the welding of all joints and attached
by heat flow from adjacent hot parts. Effective structures.
means are to be provided for intercepting oil leakage
and preventing oil from reaching high temperature 3.2.6 Starting arrangement and piping system
glands and casings.
3.2.6.1 For Details refer Part 4, of Rules and
3.2.4.2 Vibration Regulations for the Construction and Classification
of Steel Ships.
3.2.4.2.1 Care is to be taken in the design and
manufacture of turbine and compressor rotors, rotor
discs and rotor blades to ensure freedom from undue
vibration within the operating speed range. Where

Chapter 12
3.2.7 Control and Monitoring

3.2.9 Requirements for craft with LC or
3.2.7.1 Lubricating oil failure HSLC notation
3.2.7.1.1 Refer Part 4, of Rules and Regulations for 3.2.9.1 General

the Construction and Classification of Steel Ships
for overspeed device and speed governor. 3.2.9.1.1 The requirements of Table 1.13.1 do not
apply to craft with LC or HSLC notation less
3.2.7.1.2 Main turbines are to have an arrangement than 150 GT.
whereby fuel is automatically shut off, near the
burners, in the event of failure of the lubrication 3.2.9.2 Information and calculations
system.
3.2.9.2.1 Gas turbines for craft with a power output
3.2.7.2 Indication of temperature not exceeding 100 kW do not have to comply with
3.2.2.2(c), (d) and 3.2.2.4 to 3.2.2.7 inclusive and
3.2.7.2.1 Means are to be provided for indicating the 3.2.2.9.
temperature of power turbine exhaust gases.
3.2.9.3 Piping systems
3.2.7.3 Automatic and remote controls
3.2.9.3.1 Soft solder is not to be used for attaching
3.2.7.3.1 Where gas turbines are fitted with pipe fittings forming part of oil fuel systems.
automatic or remote controls so that under normal
operating conditions they do not require any manual 3.2.10 Tests
intervention by the operators, they are to be
provided with the alarm and safety arrangements 3.2.10.1 For tests during construction and
required by Table 3.2.7.1 as appropriate. Alternative installation and trials refer to Part 4, Chapter 4,
arrangements, which provide equivalent safeguards Section 3.15 of the Rules and Regulations for the
will be considered. Construction and Classification of Steel Ships.
3.2.7.3.2 The following turbine services are to be 3.3 Gearing

fitted with automatic temperature controls so as to
maintain steady state conditions throughout the 3.3.1 General requirements
normal operating range of the turbine:
3.3.1.1 Application
a) lubricating oil supply,
b) exhaust gas. 3.3.1.1.1 This chapter is to be read in conjunction
with the general requirements for machinery in
Table 3.2.7.1 Section 1.
Item Alarm Note 3.3.1.1.2 The requirements of this chapter, except

Overspeed High where otherwise stated are applicable to electric
Lubricating oil Low motor, gas turbine and diesel engine gearing for
pressure driving:
Exhaust gas High
Automatic a) Conventional, totally submerged propeller(s) /
temperature
Shutdown impeller(s) for main propulsion purposes, for
Turbine High
vibration transmitted powers.
Flame and Failure
ignition b) Auxiliary machinery which is essential for the
safety of the craft or for safety of persons on
3.2.8 For surveys during construction installation board.
and trials refer to Part 4, Chapter 4, Section 3.15 of
the Rules and Regulations for the Construction and 3.3.1.1.3 Gear designs for applications other than
Classification of Steel Ships. those specified in 3.3.1.1.2 will be specially
considered.

Page 27 of 44
Schematic plans of the lubricating oil system,

3.3.1.1.4 In any mesh, the terms pinion and wheel together with pipe material, relief valve and
refer to the smaller and larger gear respectively. working pressures.
Schematic of the control and electrical system.
3.3.1.1.5 Bevel gears will be specially considered on Calculations for short term high power
the basis of a conversion to equivalent cylindrical operation, where applicable.
gears. Failure mode effects analysis as required by
Section 1.
3.3.1.1.6 For vibration and alignment requirements, Details of clutch units, where fitted.
see Part 4, Chapter 4, Section 8 of the Rules and Details of alarms and control systems where
Regulations for the Construction and Classification fitted.
of Steel Ships.
Schematic plans of the lubricating oil system,
together with pipe material, relief valve and
3.3.1.2 Power ratings
working pressures.
3.3.1.2.1 In this chapter where the dimensions of any
3.3.2.3 Design of gearing
particular components are determined from shaft
power, P, in kW and revolutions per minute, R, the
3.3.2.3.1 Refer Part 4, of Rules and Regulations for
values to be used are those defined in Section 1.
the Construction and Classification of Steel Ships.
3.3.2.4 Design of enclosed gear shafting
3.3.1.3.1 Main and auxiliary gear units are to operate
3.3.2.4.1 The following symbols apply:
satisfactorily under the conditions as shown in Table
1.13.1 in Section 1.
P in kW and R in rpm.
3.3.2 Particulars to be submitted
L = span between shaft bearing centres,
in mm
3.3.2.1 Submission of information
n = normal pressure angle at the gear
3.3.2.1.1 At least three copies of the following plans
reference diameter, in degrees
and information as detailed in 3.3.2.2 to 3.3.2.3 are
to be submitted.
= helix angle at the gear reference
diameter, in degrees
3.3.2.2 Plans
dw = pitch circle diameter of the gear teeth,
3.3.2.2.1 Gearing
[mm]
Cross sectional views indicating general
u = specified minimum tensile strength of the
arrangement.
shaft material, [N/mm2]
Plans of elements as detailed in Part 4, Chapter
Note : Numerical value used for u is not to exceed
4, Section 5 of the Rules and Regulations for
800 N/mm2 for gear and thrust shafts and 1100
the Construction and Classification of Steel
N/mm2 for quill shafts.
Ships.
3.3.2.4.2 This sub-section is applicable to the main
3.3.2.2.2 Shafting and auxiliary systems
and ancillary transmission shafting, enclosed within
the gear case.
Mass elastic schematic showing gear unit
torsional data.
3.3.2.4.3 The diameter of the enclosed gear shafting
Arrangements plan indicating bearing positions.
adjacent to the pinion or wheel is to be not less than
Detail plans indicating scantlings of shafts, the greater of db or dt, where:
couplings and bolting.

Chapter 12
1
1/ 3
tan n 6
2
PL 1 + tan d w
3.3.2.6 Gear cases
db
R d S
= 365
cos
+
w b L 3.3.2.6.1 Gear cases and their supports are to be
designed sufficiently stiff such that misalignment at
the mesh due to movements of the external
1
P 3 foundations and the thermal effects under all
d t = 365 conditions of service do not disturb the overall tooth
R Ss contact.
3.3.2.6.2 Inspection openings are to be provided at

where, the peripheries of gear cases to enable the teeth of
pinions and wheels to be readily examined. Where
Sb = 45 + 0.24 (u 400) and the construction of gear cases is such that sections of
the structure cannot be readily be removed for
inspection purposes, access openings of adequate
Ss = 42 + 0.09 (u - 400).
size are also to be provided at the ends of the gear
cases to permit examination of the structure of the
3.3.2.4.4 For the purposes of the above it is assumed
wheels. Their attachment to the shafts is to be
that the pinion or wheel is mounted symmetrically
capable of being examined by removal of bearing
spaced between bearings.
caps or by equivalent means.
3.3.2.4.5 Outside a length equal to the required
3.3.2.6.3 For gear cases fabricated by fusion welding
diameter at the pinion or wheel, the diameter may be
the carbon content of the steels should generally not
reduced, if applicable, to that required for dt.
exceed 0.23 percent. Steels with higher carbon
content may be approved subject to satisfactory
3.3.2.4.6 For bevel gear shafts, where a bearing is
results from weld procedure tests.
located adjacent to the gear section, the diameter of
the shaft is to be not less than dt. Where a bearing is
3.3.2.6.4 Gear cases are to be stress relieved upon
not located adjacent to the gear the diameter of the
completion of all welding.
shaft will be specially considered.
3.3.2.6.5 Gear cases manufactured from material
3.3.2.4.7 The diameter of quill shaft (not axially
other than steel will be considered upon full details
constrained and subject only to external torsional
being submitted.
loading) is to be not less than given by the following
formula:
3.3.2.7 Alignment
400P 3.3.2.7.1 Reduction gears with sleeve bearings, for

Diameter of quill shaft = 101 x 3 [mm]
Ru main and auxiliary purposes are to be provided with
means for checking the internal alignment of the
various elements in the gear cases.
3.3.2.4.8 Where a shaft, located within the gear case,
is subject to the main propulsion thrust the diameter 3.3.2.7.2 In the case of separately mounted reduction
at the collars of the shaft transmitting torque, or in gearing for main propulsion, means are to be
way of the axial bearing where a roller bearing is provided by the gear manufacturer to enable the
used as a thrust bearing, is to be not less than 1.1 dt. Surveyors to verify that no distortion of the gear
For thrust bearings located outside the gear case see case has taken place, when chocked and secured to
Section 2. its seating on board the craft.
3.3.2.5 Gear wheels 3.3.2.8 Control and Monitoring
3.3.2.5.1 In general, arrangements are to be made so 3.3.2.8.1 General
that the interior structure of the wheel may be
examined. Alternative proposals will be specially 3.3.2.8.1.1 Control engineering systems are to be in
considered. accordance with Chapter 14.

Page 29 of 44
3.3.2.9.1.2 Mass elastic schematic showing gear unit

3.3.2.8.1.2 All main and auxiliary gear units, torsional data is only required for gears with an
intended for essential services, are to be provided input power greater than 200 kW.
with means of indicating the lubricating oil supply
pressure. Audible and visual alarms are to be fitted 3.3.2.9.2 Design of gearing
to give warning of an appreciable reduction in
pressure of the lubricating oil supply. These alarms 3.3.2.9.2.1 Where they are not intended for
are to be actuated from the outlet side of any passenger carrying duties, the gearing factors of
restrictions, such as filters, coolers, etc. safety for crafts with LC or HSLC notation less
than 150 GT are to satisfy Table 3.3.2.9.1.
3.3.2.8.2 Unattended machinery
Table 3.3.2.9.1 : Factors of safety
3.3.2.8.2.1 Where the machinery is fitted with
automatic or remote controls so that under normal SH min SF min
operating conditions it does not require any manual Main propulsion gears
intervention by the operators, gear units are to be 1.25 1.50
single screw
provided with the alarms and safety arrangements Main propulsion gears
required by 3.3.2.8.2.2 and Table 3.3.2.8.1. The 1.20 1.45
multiple screw
sensors and circuits utilised for the second stage
alarm and automatic shut down in Table 3.3.2.8.1 3.3.2.9.3 Piping systems
are to be independent of those required for the first
stage alarm. 3.3.2.9.3.1 These craft are to have gearing provided
with an efficient lubricating oil pump, a cooler
3.3.2.8.2.2 Where the gear unit is required to be where necessary and a filter arrangement which can
provided with a standby pump, the standby pump is be cleaned.
to start automatically if the discharge pressure from
the working pump falls below a predetermined 3.3.2.9.4 Control and monitoring
value.
3.3.2.9.4.1 For craft with LC or HSLC notation
Table 3.3.2.8.1 : Alarms and safeguards less than 150 GT the alarms required by 3.3.2.8.2.1
are not applicable.
Item Alarm Note
Lubricating oil Low 3.3.2.10 Tests
sump level
Lubricating oil 1st Stage Low 3.3.2.10.1 Where castings are used for wheel
inlet pressure centres, any radial slots in the periphery are to be
Lubricating oil 2nd Stage Low Automatic fitted with permanent chocks before shrinking-on-
inlet pressure shutdown of the rim.
engine
Lubricating oil High 3.3.2.10.2 Where welding is employed in the
inlet construction of wheels and gear cases, the welding
temperature procedure is to be approved before work is
Thrust bearing High commenced. For this purpose, welding procedure
temperature approval test are to be carried out with satisfactory
results. Such tests are to be representative of the
3.3.2.9 Requirements for Craft with LC or joint configuration and materials. All welds are to
HSLC notation have a satisfactory surface finish and contour.
Magnetic particle or liquid penetrant examination of
3.3.2.9.1 Details to be submitted all important welded joints is to be carried out.
3.3.2.9.1.1 Failure mode and effect analysis is not 3.3.2.10.3 Welded constructions are to be stress
required for craft with LC or HSLC notation. relief heat treated on completion of welding.

Chapter 12
3.3.2.10.4 Bolted attachments within the gear case

are to be secured by locking wire or equivalent 3.3.2.10.11 Where the size or geometry of a rotating
means. element precludes measurement of the residual
unbalance a full speed running test of the assembled
3.3.2.10.5 The machining accuracy (Q grade) of gear unit at the manufacturers works will normally
pinions and wheels is to be demonstrated. For this be required to demonstrate satisfactory operation.
purpose records of measurements are to be available
for review. 3.3.2.10.12 Initially, meshing gears are to be
carefully matched on the basis of the accuracy
3.3.2.10.6 Magnetic particle or liquid penetrant measurements taken. The alignment is to be
testing is to be carried out on the teeth of all surface demonstrated in the workshop by meshing in the
hardened forgings. This examination may also be gearbox without oil clearance in the bearings.
requested on the finished machined teeth of through Meshing is to be carried out with the gears locating
hardened gear forgings. in their light load positions and a load sufficient to
overcome pinion weight and axial movement is to be
3.3.2.10.7 The manufacturer is to carry out an imposed.
ultrasonic examination of all forgings where the
finished diameter of the surfaces, where teeth will be 3.3.2.10.13 The gears are to be suitably coated to
cut, is in excess of 200 mm and is to provide IRS demonstrate the contact marking. The thickness of
with a signed statement that such inspection has not the coating to determine the contact marking is not
revealed any significant internal defects. to exceed 0.005 mm. The marking is to reflect the
accuracy grade specified and end relief, crowning or
3.3.2.10.8 On gear forgings where the teeth have helix correction, where these have been applied.
been surface hardened, additional test pieces may be
required to be processed with the forgings and 3.3.2.10.14 For gears without crowning or helix
subsequently sectioned to determine the depth of the correction the marking is to be not less than shown
hardened zone. These tests are to be carried out at in the following Table:
the discretion of the Surveyor and for induction or
carburised gearing the depth of the hardened zone is No load tooth contact marking
to be in accordance with the approved specification. ISO Contact marking area
For nitrided gearing, the full depth of the hardened accuracy
zone, i.e. depth to core hardness, is to be not less grade
than 0.5 mm and the hardness at a depth of 0.25 mm Q5 50% b x 40% hw + 40% b x 20% hw
is to be not less than 500 Hv. Q6 35% b x 40% hw + 35% b x 20% hw
Notes:
3.3.2.10.9 All rotating elements such as pinion and 1. Where b is face width and hw is the working
wheel shaft assemblies and coupling parts, are to be tooth depth.
appropriately balanced. 2. For spur gears the values of hw should be
increased by a further 10%.
3.3.2.10.10 The permissible residual unbalance, U,
is defined as follows: 3.3.2.10.15 Where allowance has been given for end
relief, crowning or helix correction, the normal shop
60 m 3 meshing tests are to be supplemented by tooth
U= . 10 g mm for R 3000
R alignment traces or other approved means to
demonstrate the effectiveness of such modifications.
24 m 3
U= . 10 g mm for R > 3000 3.3.2.10.16 For gears with crowning or helix
R
correction the marking is to correspond to the
designed no load contact pattern.
where,
3.3.2.10.17 A permanent record is to be made of the
m = mass of rotating element [kg]
meshing contact for purpose of checking the
alignment when installed on board the craft.
R = maximum service rev/min of the rotating
element.

Page 31 of 44
3.3.2.10.18 The full load tooth contact marking is to gear manufacturer providing suitable evidence that
be not less than shown in the following Table: the design meshing condition has been attained on
units of the same design.
No load tooth contact marking
ISO Contact marking area 3.3.2.10.20 The normal backlash between any pair
accuracy of gears should not be less than:
grade
Q5 60% b x 70% hw + 30% b x 50% hw a .
n + 0.1 [ mm]
Q6 45% b x 60% hw + 35% b x 40% hw
90000
Notes:
3. Where b is face width and hw is the working
where,
tooth depth.
4. For spur gears the values of hw should be
increased by a further 10%. n = normal pressure angle, in degrees
a = centre distance [mm].
3.3.2.10.19 Where, due to the compactness of the
gear unit, meshing tests of individual units cannot be
verified visually, consideration may be given to the
Section 4
Propeller, Thruster, Water Jet System
4.1 Propeller 4.1.2 Calculations and information
4.1.1 General Requirements 4.1.2.1 In cases where the craft has been the subject
of model wake field tests a copy of the results is to
4.1.1.1 For design requirements refer to Part 4, be submitted.
Chapter 4, Section 7 of Rules and Regulations for
the Construction and Classification of Steel Ships. 4.1.2.2 The following information is to be submitted
as applicable:
4.1.1.2 For propellers having a skew angle equal or
greater than 50o in addition to the particulars For controllable pitch propellers plans (in
detailed in 4.1.1.1 the following details are to be diagrammatic form) of the hydraulic systems
submitted: together with pipe material and working
pressures.
a) Full blade section details at each radial station
defined for manufacture. Details of control engineering aspects in
accordance with Chapter 14.
b) A detailed blade stress computation supported
by the following hydrodynamic data for the Calculations, or relevant documentation
ahead mean wake condition and when absorbing indicating the suitability of all components for
full power: short term high power operation.
i) Radial distribution of lift and drag Where undertaken, fatigue strength analysis of
coefficients, section inflow velocities components indicating a factor of safety of 1.5
and hydrodynamic pitch angles. at the design loads.
ii) Section pressure distributions.

Chapter 12
4.1.2.3 For cases where the propeller material is not E3 = modulus of elasticity of propeller material
specified in Table 7.4.1 of Part 4, Chapter 4, Section [N/mm2]
7 of the Rules and Regulations for the Construction
and Classification of Steel Ships, details of the 2000Q
chemical composition, mechanical properties and Ft = (1 + C )
density are to be provided, together with results of df
fatigue tests in sea water in order to assign a value
for U. M = propeller thrust [N]
4.1.3 Interference fit of keyless propellers Q = mean torque corresponding to P and R [Nm]
4.1.3.1 The symbols used in 4.1.3.2 are defined as T1 = temperature at time of fitting propeller on shaft
follows: o
C
d1 = diameter of the screwshaft cone at the mid- 2
length of the boss or sleeve [mm]
V1 = 0.51 1 1

d3 = outside diameter of the boss at its mid lent 1
[mm]
1 = coefficient of linear expansion of screwshaft
di = bore diameter of screwshaft [mm] material mm/mm/oC
d 3 = coefficient of linear expansion of propeller

k3 = 3 material mm/mm/oC
d1
1 = taper of the screwshaft cone but is not to exceed
d1 1/15 on the diameter, i.e. 1 1/15
l= i
d
1 = coefficient of friction for fitting of boss
assembly on shaft

F2
2M 1 = 0.13 for oil injection method of fitting
P = 1 + 1 + V1 2 + 1
1 A V M
1 1 1
v1 = Poissons ratio for screwshaft material
v3 = Poissons ratio for propeller material.
A1 = contact area fitting at screwshaft [mm2]
4.1.3.2 Where it is proposed to fit a keyless propeller
by the oil shrink method, the pull up, on the
screwshaft is to be not less than:
k2 +1
3 1 1 + l 2
v
1
B = +v +
3 E
3
2
k 1
3
3 E
1
1 l2
1

d
(
= 1 p B +
1 3 3 1
( ) (35 T1 ) ) [mm]
1
C = 0 for turbine installations or electric propulsion
The yield stress or 0.2 per cent proof stress, 0 of the
vibratory torque at the service speed
propeller material is to be not less than:
= for oil engine installations
mean torque at the service speed
1.4 1 p 4
3k 3 + 1
+ T1 ( 3 1 )
2
0 =
2
[N/mm ]
E1 = modulus of elasticity of screwshaft material B3 d1 k3 1
[N/mm2]

Page 33 of 44
where, 4.1.5 Requirements for craft with LC or

HSLC notation
p = proposed pull-up at the fitting temperature. The
start point load, W, to determine the actual pull up is Propellers not exceeding one metre in diameter
to be not less than:
4.1.5.1 The materials and the scantlings need not
comply with sections 4.1.1 to 4.14
1 18
W = A1
0.002 + p1 + ( 3 1 ) [ N ]
20
B3 4.1.5.2 Propellers for craft less than 150 GT and
main engine power output not exceeding 500 kW are
to be manufactured from materials in accordance
4.1.4 Automatic and remote controls
with Part 2 at a works recognised for the quality of
its casting and machining, and be free from defects.
4.1.4.1 Where controllable pitch propellers are fitted
with automatic or remote controls so that under
4.1.5.3 Specific requirements for the piping systems
normal operating conditions they do not require any
are given in Chapter 11.
manual intervention by the operators, they are to be
provided with the alarms and safety arrangements
4.1.5.4 The alarm and monitoring arrangements and
required by 4.1.4.2, 4.1.4.3 and Table 4.1.1.
for controllable pitch propellers the safety
arrangements and standby power sources, will be
4.1.4.2 For controllable pitch propellers for main
specially considered.
propulsion, a standby or alternative power source of
actuating medium for controlling the pitch of the
4.1.6 Alternative materials and design
propeller blades is to be provided. Automatic start of
the standby pump supplying hydraulic power for
4.1.6.1 Propellers made from materials not listed in
pitch control is to be provided.
Part 2 or of unusual form or design will be specially
considered.
Table 4.1.1
4.1.7 Tests
Item Alarm Note
Hydraulic Low - 4.1.7.1 Castings are to be examined at the
system pressure manufacturers works.
Hydraulic oil Low -
supply tank 4.1.7.2 All finished propellers are to be examined
level for material defects and finish and measured for
Hydraulic oil High Where an oil dimensional accuracy of diameter and pitch.,
temperature cooler is fitted Propeller repairs by welding, where proposed, are to
Power supply Failure Failure of any be in accordance with the requirements of Part 2,
to the control power supply Chapter 8, Section 3.
system between to a control
the remote system is to 4.1.7.3 The bedding of the propeller with the shaft is
control station operate an to be demonstrated. Sufficient time is to be allowed
and hydraulic audible and for the temperature of the components to equalize
actuator visual alarm before bedding. Alternative means for demonstrating
Propulsion Overload See Chapter 14 the bedding of the propeller will be considered.
motor
4.1.4.3 For controllable pitch propellers, a shaft 4.1.7.4 Means are to be provided to indicate the
speed indicator and a pitch indicator which shows relative axial position of the propeller boss on the
the degree of pitch as a measure of the propeller shaft taper.
blade or actuator movement are to be provided at 4.1.7.5 The components of controllable pitch
each station from which it is possible to control shaft propellers are also subject to material tests, as in the
speed or propeller pitch. case of solid propellers.

Chapter 12
4.1.7.6 Examination of all the major components to transverse propulsion (tunnel) thrusters which are
including dimensional checks, hydraulic pressure an aid to manoeuvring.
testing of the hub and cone assembly and the oil
distribution box, where fitted, together with a full 4.2.1.1.3 For determining the dimensions of main
shop trial of the completed controllable pitch propulsion components power P is in kW and R in
propeller assembly, is to be carried out. revolutions per minute of the component.
4.1.7.7 After verifying that the propeller and shaft 4.2.1.2 Redundancy
are at the same temperature and the mating surfaces
are clean and free from oil or grease, the propeller is 4.2.1.2.1 A minimum of two azimuth thruster units
to be fitted on the shaft under survey. The propeller are to be provided where these form the sole means
nut is to be securely locked to the shaft. of propulsion. Where a single azimuth thruster
installation is proposed, it will be subject to
4.1.7.8 Permanent reference marks are to be made consideration, taking into account the proposed
on the propeller boss nut and shaft to indicate restricted area notation.
angular and axial positioning of the propeller. Care
is to be taken in marking the inboard end of the shaft 4.2.1.2.2 The failure of one azimuth thruster unit or
taper to minimize stress-raising effects. its control system is not to render any other thruster
4.1.7.9 The outside of the propeller boss is to be inoperative.
hard stamped with the following details:
For oil injection method of fitting, the start
point load, in Newtons, and the axial pull-up to 4.2.1.3.1 Thruster units are to operate satisfactorily
0oC and 35oC in mm. under the conditions as shown in Section 1.
For the dry fitting method, the push-up load at 4.2.2 Particulars to be submitted
0oC and 35oC in Newtons.
4.2.2.1 Submission of information
4.1.7.10 A copy of the fitting curve relative to
temperature and means for determining any 4.2.2.1.1 At least three copies of the following plans
subsequent movement of the propeller are to be are to be submitted.
placed on board.
4.2.2.1.2 Fixed/Azimuth propulsion thrusters
4.1.7.11 The fit of the screwshaft cone to both the
working and any spare propeller is to be carried out a) A general arrangement sectional assembly plan
under survey. Generally, a satisfactory fit for keyed showing all the connections of the torque
type propellers should show a light, overall marking transmitting components from the prime mover
of the cone surface with a tendency towards heavier to the propeller, together with the azimuthing
marking in way of the larger diameter of the cone mechanism and if a nozzle is provided, the
face. The final fit to cone should be made with the nozzle ring structure and nozzle support struts.
key in places. b) Detailed and dimensional plans of the individual
torque transmitting components.
4.2 Thruster c) Schematic plans of lubricating and hydraulic
systems, together with pipe material, relief
4.2.1 General Requirements valves and working pressures.
4.2.1.1 Application 4.2.2.1.3 Tunnel thrusters
4.2.1.1.1 This chapter is to be read in conjunction Structural assembly plan including connections to
with the General Requirements for machinery. tunnel.
4.2.1.1.2 This chapter gives requirements for fixed 4.2.2.2 Calculations and specifications
or steerable thruster units (azimuth thrusters) which
are used for propulsion and steering and also applies 4.2.2.2.1 At least three copies of the following
information are to be submitted:

Page 35 of 44
e) Lateral vibration for shafting systems which

a) Thruster prime mover type and operational include cardan shafts (Part 4, Chapter 4, Section
power/speed envelop. 8 of the Rules and Regulations for the
b) Rating and type of motor for the azimuthing Construction and Classification of Steel Ships).
mechanism (e.g. type hydraulic or electric).
c) Gearing calculations for the azimuthing 4.2.4.2 Azimuth thrusters
mechanism which is to be designed to a
recognised National/International Standard. 4.2.4.2.1 The following requirements are to be
d) Bearing specifications. complied with:
e) Details of control engineering aspects in
accordance with Chapter 14. a) The azimuthing mechanism is to be capable of a
f) Calculations indicating suitability of maximum rotational speed of not less than 1.5
components for short term high power rev/min.
operation, where applicable.
g) Where carried out in accordance with Section 1, b) Gearing for the azimuthing mechanism is to be
a fatigue strength analysis of components designed to a recognised National Standard.
indicating a factor of safety of 1.5 at the design
loads, based on a suitable fatigue failure criteria. c) Under dynamic operating conditions, the gear is
to be considered for:
4.2.2.2.2 Tunnel thrusters
Design maximum dynamic duty steering
Specification for materials of gears, shafts, torque,
couplings and propeller, stock and struts. Variable loading, where applicable. A
spectrum (duty) factor may be used. The
4.2.3 Materials load spectrum value is to be derived using
load measurements of similar units, where
4.2.3.1 Azimuth thrusters possible.
4.2.3.1.1 The materials used in the construction are d) Under a static duty (< 103 load cycles) steering
to be manufactured and tested in accordance with torque, which should be not less than QR, as
Part 2. defined in Part 3 of Rules and Regulations for
the Construction and Classification of Steel
4.2.4 Design and Construction Ships.
4.2.4.1 General e) The following minimum factor of safety values

are to be achieved:
4.2.4.1.1 The arrangement of all types of thrusters is
to be such that the craft can be manoeuvred in Surface Stress SHmin = 1.0
accordance with the design specifications. Bending Stress SFmin = 1.5
4.2.4.1.2 The requirements associated with the f) For hydraulic pressure retaining parts and load
structural and watertight integrity and the bearing (See Chapter 8).
installation arrangement are to be in accordance with
Chapter 7. 4.2.4.3 Azimuth thrusters with a nozzle
4.2.4.1.3 In addition to the requirements of this 4.2.4.3.1 Where the propeller is contained within a
section reference is to be made to: nozzle, the equivalent rudder stock diameter in way
of tiller, used in Chapter 8 is to be determined as
a) Main transmission gearing (Section 3.3). follows:
b) Main transmission shafting (Section 2).
c) Propeller (Section 4.1).
2
d) Torsional vibration (Part 4, Chapter 4, Section 8 d u = 26.03 x 3 (V + 3) A N r [mm]
of the Rules and Regulations for the
Construction and Classification of Steel Ships).

Chapter 12
where, 4.2.5.1.2 The specific requirements for lubricating /

hydraulic oil systems and standby arrangements are
V = maximum service speed, in knots, which given in Chapter 11.
the craft is designed to maintain under thruster
operation.
AN = projected nozzle area, in m2, and is equal

to the length of the nozzle multiplied by the mean
external vertical height of the nozzle
r = horizontal distance from the centreline of

X X
the steering tube to the centre of pressure, in metres.
The corresponding maximum turning moment, QR,

is to be determined as follows: a
3
Q R = 11.1 x d u [Nmm]
4.2.4.3.2 In addition to the requirements in Chapter

8 the scantlings of the nozzle stock or steering tube
are to be such that the section modulus Z against
transverse bending at any section x-x is not less
than:
4 2 2 2 2 4 3
Z = 1.73 x (V + 3) A N r + a4 T x 10 [cm ] Fig. 4.2.4.3.2 : Azimuth thruster
where, 4.2.5.2 Azimuth thruster

a = dimension, in metres, as shown in Fig.4.2.4.3.2. 4.2.5.2.1 The hydraulic power operating systems for
each azimuth thruster are to be provided with the
T = maximum thrust of the thruster unit, in tonnes. following:
4.2.4.3.3 The scantlings of nozzle connections or a) Arrangements to maintain the cleanliness of the
struts will be specially considered. In the case of hydraulic fluid, taking into consideration the
certain high powered craft, direct calculation may be type and design of the hydraulic system.
required.
b) A fixed storage tank having sufficient capacity
4.2.4.3.4 Where the propeller is not contained in a to recharge at least one azimuth power actuating
nozzle, the scantlings in way of the tiller will be system including the reservoir. The piping from
subject to special consideration. the storage tank is to be permanent and arranged
in such a manner as to allow recharging from
4.2.5 Piping Systems within the thruster space.
4.2.5.1 General 4.2.5.2.2 Where the lubricating oil for the azimuth
thrusters is circulated under pressure, provision is to
4.2.5.1.1 The piping system for azimuth thrusters is be made for the efficient filtration of the oil. The
to comply with the general design requirements filters are to be capable of being cleaned without
given in Chapter 11. stopping the thruster or reducing the supply of
filtered oil.

Page 37 of 44
4.2.6 Control and Monitoring

Table 4.2.6.1
4.2.6.1 General
Item Alarm Note
4.2.6.1.1 Except where indicated in this section the Thruster, azimuth Indicators, see
control engineering systems are to be in accordance or tunnel 4.2.6.2.2
with Chapter 14. Azimuthing Power Also running
motor failure, indication on
4.2.6.1.2 Azimuthing control for azimuth thruster(s) single bridge and at
and propeller pitch control for azimuth and/or tunnel phase machinery control
thruster(s) are to be provided from the navigating station
bridge, the main machinery control station and Propeller pitch Power Also running
locally. motor failure indication on
bridge and at
4.2.6.1.3 Means are to be provided at the remote machinery control
control station(s) to stop each azimuth or tunnel station
thruster unit. Propulsion motor Overload, Also running
power indication on
failure bridge and at
4.2.6.2 Monitoring and alarms machinery control
station
4.2.6.2.1 Alarms and monitoring requirements are Control system Failure
indicated in 4.2.6.2.2, 4.2.6.2.3 and Table 4.2.6.1. Hydraulic oil Low
supply tank level
4.2.6.2.2 An indication of the angular position of the Hydraulic oil Low
azimuth thruster(s) and the propeller pitch position system pressure
for azimuth and/or tunnel thruster(s) are to be Hydraulic oil High Where oil cooler is
provided at each station from which it is possible to system fitted
control the direction of thrust or the pitch. temperature
Hydraulic oil High Where oil filters
4.2.6.2.3 All alarms associated with thruster unit
filters differential are fitted
faults are to be indicated individually on the
pressure
navigating bridge and in accordance with the alarm
Lubricating oil Low If separate forced
system specified by Chapter 14.
supply pressure lubrication
4.2.7 Electrical Systems
a) emergency power for steering systems / drives
is to be restored automatically within five
4.2.7.1 General
seconds. To achieve this an interim fast acting
system may be required to come into operation
4.2.7.1.1 The electrical installation is to be designed,
until such time as the auxiliary / emergency
constructed and installed in accordance with the
power source comes on line. (Note : starting
requirements of Chapter 13.
arrangements are to comply with the
requirements relating to starting arrangements
4.2.7.2 Emergency power for steering systems
of emergency generators),
and drives
OR
4.2.7.2.1 For high speed craft, in the event of total
power failure, either:
b) means are to be provided to bring the craft to a
safe condition.

Chapter 12
4.2.7.3 Circuits
4.3.1.1.2 This chapter gives requirements for fixed
4.2.7.3.1 Azimuth thruster auxiliaries and controls or steerable water jet propulsion systems which are
are to be served by individual circuits. Services that integral with the crafts hull structure and form the
are duplicated are to be separated throughout their main means of propulsion. The arrangements of
length as widely as is practicable and without the water jet units for other purposes will be considered
use of common feeders, transformers, converters, in relation to their intended duty.
protective devices or control circuits.
4.3.1.1.3 A water jet propulsion unit is defined as a
4.2.8 Requirements for Craft with LC or machine which takes in water, by means of a
HSLC notation suitable inlet and ducting system and accelerates the
mass of water using an impeller and nozzle to form a
4.2.8.1 Design and installation jet propulsion system.
4.2.8.1.1 Tunnel thrusters on craft less than 150 GT 4.3.1.2 Redundancy

which are not essential for steering and manoeurving
do not have to comply with the design requirements 4.3.1.2.1 In general a minimum of two water jet
of this chapter. units are to be provided where these form the sole
means of propulsion.
4.2.8.1.2 The installation of such thrusters is to be
such as to maintain the structural and watertight 4.3.1.2.2 The failure of one water jet unit or its
integrity of the craft. control system is not to render any other water to
unit inoperative.
4.2.8.2 Control and monitoring
4.3.1.2.3 Where a single water jet installation is
4.2.8.2.1 Alarms and monitoring requirements of proposed, it will be subject to special consideration,
Table 4.2.6.1 are not required for craft of less than taking into account the proposed restricted area
150 GT. notation. A formal risk assessment will be required
in these cases.
4.2.9 Tests
4.3.2 Particulars to be submitted
4.2.9.1 Azimuth thrusters
4.3.2.1 Plans
4.2.9.1.1 The performance specified for the craft is
to be demonstrated. 4.3.2.1.1 General arrangement plans showing details
of the following:
4.2.9.1.2 The actual values of steering torque are to
be verified during sea trials to confirm that the a) Shafting assembly indicating bearing positions;
design maximum dynamic duty torque has not been b) Steering assembly;
exceeded. c) Reversing assembly;
d) Longitudinal section of the complete water jet
4.2.9.2 Tunnel thrusters unit.
4.2.9.2.1 It is to be demonstrated that the thruster 4.3.2.1.2 Details dimension plans indicating
unit meets the specified performance. scantlings and materials of construction of the
following:
4.3 Water Jet System
a) Arrangement of the system, including intended
4.3.1 General Requirements method of attachment to the hull and building
in, geometry of tunnel, shell openings, method
4.3.1.1 Application of stiffening, reinforcement, etc.
4.3.1.1.1 This chapter is to be read in conjunction b) All torque transmitting components, including
with the General Requirements for Machinery in impeller and also stator if fitted.
Section 1.

Page 39 of 44
c) Steering components, together with a e) Retractable buckets and associated mechanism,

description and line diagram of the control which are used to provide astern thrust. A
circuit. This includes steerable exit water jet calculation of the hydrodynamic transient loads
nozzles where fitted. is to be made for each design and is to include
the full ahead to full astern condition. The
d) Components of retractable buckets where these calculation procedure used is to be supported,
are used for providing astern thrust. where possible, with appropriate full scale or
model test data or satisfactory service
e) The bearing or bearings absorbing the thrust and experience to validate the design method.
supporting the impeller, together with the
method of lubrication. 4.3.2.2.3 Details of the Designers loadings and
positions of application in the hull are to be
f) Shaft sealing arrangements. submitted and should include maximum applied
thrust, moments and tunnel pressures. The tunnel
g) Details of any shafting support or guide vanes strength and supporting structure are to be examined
used in the water jet system. by direct calculation procedures and submitted for
consideration.
4.3.2.1.3 Schematic plans of the lubricating and
hydraulic systems, together with pipe material, relief 4.3.2.2.4 Calculations, or relevant documentation
valves and working pressures. indicating the suitability of all components for short
term high power operation, where applicable.
4.3.2.2 Calculations and information
4.3.2.2.5 Where it is proposed to use composite
4.3.2.2.1 Details of the power/speed range of (non-metallic) shafts, details of materials, resin, lay-
operation indicating the maximum continuous up procedure and documentary evidence of fatigue
torque together with flow rate and thrust. endurance strength.
4.3.2.2.2 Strength calculations, using the maximum 4.3.2.2.6 Torsional vibration calculations of the
continuous torque rating and the most onerous complete dynamic system in accordance with Part 4,
operating condition, including short term high power Chapter 4, Section 8 of the Rules and Regulations
operation, as a design case including the effects of for the Construction and Classification of Steel
mean and fluctuating loads, residual stresses and Ships, together with a torsional schematic of the
stress raisers, for: water jet unit.
a) Impeller and, if fitted, the stator and any bolting 4.3.2.2.7 Shaft whirling calculations where required
arrangements. by Part 4, Chapter 4, Section 8 of the Rules and
b) Shaft supports and guide vanes if fitted. of Steel Ships.
In the absence of precise information, the 4.3.2.2.8 Details of control engineering aspects are
fluctuating stress may be assumed to be 15 to be in accordance with Chapter 14.
percent of the maximum stress. As an
alternative to fatigue strength calculation results 4.3.3 Materials
of an approved measurement programme may
be submitted. In all cases, a factor of safety of at 4.3.3.1 General
least 1.5 is to be demonstrated for the maximum
continuous rating condition. 4.3.3.1.1 The materials used in the construction are
to be manufactured and tested in accordance with
c) Detailed weld specification where an impeller Part 2.
has welded blades. Welds are to be full
penetration type or of equivalent strength. 4.3.3.1.2 Machinery components are to be of steel or
other approved non-ferrous metals suitable for the
d) Steering components, including lugs of intended environment.
steerable nozzles where fitted.

Chapter 12
4.3.3.2 Fibre reinforced plastic 4.3.4.2.3 A facility for the inspection of the supports
or guide vanes is to be provided which will allow
4.3.3.2.1 Fibre Reinforced Plastic materials (FRP) either direct visual or boroscope inspection of these
may be used for certain components, provided that components.
they are of adequate strength and comply with the
requirements of Chapter 7. 4.3.4.3 Impeller
4.3.4 Design and Construction 4.3.4.3.1 In general, the fillet radius should not be
less than the maximum thickness at that location.
4.3.4.1 Shaftline Composite radiused fillets or elliptical fillets which
provide an improved stress concentration factor are
4.3.4.1.1 The diameter of the shafting is to comply acceptable and are to be preferred.
with Section 2. For calculation purposes the shaft
carrying the impeller is to be taken as equivalent to a 4.3.4.3.2 Where an impeller has bolted on blades,
screwshaft. consideration is also to be given to the distribution
of stress in the palms of the blade and in the hub and
4.3.4.1.2 Where it is proposed to use carbon or bolting arrangements.
carbon manganese steel shafts which may be in
contact with seawater, these are to be protected. Full 4.3.4.3.3 The blades are to be provided with hydro-
details of the means of protection are to be dynamically faired leading and trailing edges which
submitted. may be either of simple radius or of a more complex
aerofoil edge form. The tip clearance, whilst being
4.3.4.1.3 Where lengths of shafts are joined using kept to a minimum for hydrodynamic purposes must
couplings of the shrunk element type, full particulars be sufficient to allow for any transient vibrational
of the method of achieving the grip force are to be behaviour, axial shaft movement or differential
forwarded for consideration. A factor of safety thermal expansion.
against slippage of 2.0, based upon mean plus
vibratory torque, is to be achieved for couplings 4.3.4.3.4 A calculation of the blade natural
located inboard, and likewise 2.5 for couplings frequency for the impeller blades is to be
which are located outboard. undertaken. As such the natural frequency should be
shown to lie outside any expected excitation
4.3.4.1.4 For the interference fit of keyless impellers frequencies within a speed range of 30 percent
the requirements of Section 4 are to be applied. below to 10 percent above the maximum impeller
speed. Deviations from these limits will be
4.3.4.2 Shaft support system and guide vanes considered.
4.3.4.2.1 In cases where the shaft requires support 4.3.4.3.5 A facility for the in service inspection of
from the tunnel walls ahead of the impeller, or, the impeller and sector (if fitted) blades is to be
alternatively, where guide vanes are required to provided which will allow for either a direct visual
assist the flow around a bend in the ducting system, or boroscope inspection of the complete blade
the supports or guide vanes are to be aligned to the surfaces.
flow and have suitably rounded leading and trailing
edges or be of an aero-foil section. 4.3.4.4 Stator
4.3.4.2.2 Fatigue strength calculations of supports or 4.3.4.4.1 The stator blades, where fitted, are to be
guide vanes are to be submitted and are to include designed to be capable of withstanding the
the effects of mean and fluctuating loads, residual combined hydrodynamic and mechanical loads
stresses and stress raisers, in general, the fillet radius (including any loads transmitted via shaft bearings)
should not be less than the maximum thickness at developed by the unit and reacted through the blades
that location. Smaller radii may be considered for when the impeller is absorbing full power and the
which the results of an approved measurement vessel is either free running or undergoing a crash
programme are to be submitted. In all cases, a factor stop manoeuvre, whichever imposes the greater
of safety of at least 1.5 is to be demonstrated for the loading on the blades.
designed operating conditions.

Page 41 of 44
4.3.4.4.2 In general, the fillet radius should not be 4.3.4.5.4 The inlet profile of the tunnel is to be
less than the maximum thickness at that location. designed so as to provide a smooth uptake of the
Composite radiused fillets or elliptical fillets which water over the range of vessel operating trims and
provide improved stress concentration factors are avoid significant separating of the flow into the
acceptable and are to be preferred. rotating machinery.
4.3.4.4.3 If the stator ring is a composite assembly 4.3.4.5.5 Design consideration is to take account of
then consideration is also to be given to the pressures which could develop as a result of a duct
distribution of stress in the various adjacent blockage, and to the axial location of rotating parts.
members.
4.3.4.6 Nozzle and reversing bucket
4.3.4.4.4 A calculation of the relative blade passing
frequency between the rotor and stator blades is to 4.3.4.6.1 Nozzles can be either of a fixed or
be carried out and it is to be demonstrated that this steerable form. The design of the nozzle must fully
does not coincide with the natural frequency of the take into account the change in pressure distribution
stator blades over a speed range of 30 percent below along its inner surface together with the other
to 10 percent above maximum impeller speed. mechanical loads (e.g. stator assembly loads) and
Similarly this condition is to be demonstrated for the transient loads caused by the flow directing
manoeuvring speeds. attachments and bucket loads which may be reacted
through the body of the nozzle. In this analysis the
4.3.4.4.5 The stator blades are to be provided with changes to the pressure distribution caused by
hydro-dynamically faired leading edges which may transient manoeuvres are to be considered.
have either a simple radius or a more complex
aerofoil edge form. 4.3.4.6.2 Consideration is to be given to all transient
loads the bucket is likely to experience from
4.3.4.4.6 Where the stator blading assembly forms manoeuvring and the sea conditions.
part of the nozzle, the requirements of 4.3.4.6 must
be considered in association with those for the stator 4.3.4.6.3 The bucket is to be given reasonable
assembly. mechanical protection from other impact damage
such as collision with harbour walls, other vessels,
4.3.4.5 Tunnel and securing arrangements buoys, etc.
4.3.4.5.1 The tunnel is to be adequately supported, 4.3.4.7 Steering system

framed and fully integrated into the hull structure.
4.3.4.7.1 In general the steering systems are to
4.3.4.5.2 The tunnel and supporting structure comply with the requirements of Chapter 8.
scantlings are to be not less than the Rule
requirements for the surrounding structure. The 4.3.4.7.2 In addition to the requirements of Chapter
strength of the hull structure in way of tunnels is to 8 the steering mechanism is to be capable of turning
be maintained. The structure is to be adequately the nozzle unit at not less than 1.5 rev/min.
reinforced and compensated as necessary. All
openings are to be suitably reinforced and have 4.3.5 Piping Systems
radiused corners.
4.3.5.1 General
4.3.4.5.3 Consideration should be given to providing
the inlet to the tunnel with a suitable guard to 4.3.5.1.1 The piping systems for a water jet unit are
prevent the ingress of large objects into the roto- to comply with the general requirements of Chapter
dynamic machinery. The dimensions of this guard 11, Section 1.
must strike a balance between undue efficiency loss
due to flow restriction and viscous losses, the size of 4.3.5.1.2 The specific requirements for lubricating
object allowed to pass and susceptibility to clog with hydraulic oil systems and standby arrangements are
weed and other flow restricting matter. given in Chapter 11. Requirements for steering
hydraulic systems are given in Chapter 8.

Chapter 12
4.3.5.2 Hydraulic power systems

4.3.6.2.2 An indication of the angular position of the
4.3.5.2.1 The hydraulic power operating systems for nozzle is to be provided at each station from which it
each water jet unit are to be provided with the is possible to control the direction of thrust.
following:
4.3.6.2.3 An indication of both the required and
a) Arrangements to maintain the cleanliness of the actual reversing bucket position is to be provided at
hydraulic fluid, taking into consideration the each station from which it is possible to control the
type and design of the hydraulic system. reversal of thrust.
b) A fixed storage tank having sufficient capacity 4.3.6.2.4 All alarms associated with water jet unit
to recharge at least one water jet power faults are to be indicated individually at the controls
actuating system including the reservoir. stations and in accordance with the alarm system
specified by Chapter 14.
4.3.6 Control and monitoring
4.3.7 Electrical Systems
4.3.6.1 General
4.3.7.1 Distribution arrangements
4.3.6.1.1 For water jets used as the only means of
propulsion, a standby or alternative power source of 4.3.7.1.1 Water jet auxiliaries and controls are to be
actuating medium for controlling the angular served by individual circuits. Services that are
position and/or the reversing angle is to be provided. duplicated are to be separated throughout their
Automatic start of the standby pump supplying length as widely as is practicable and without the
hydraulic power for steering and reserving is to be use of common feeders, transformers, convertors,
provided. protective devices or control circuits.
4.3.6.1.2 Means are to be provided at each station to 4.3.8 Tests

stop each water jet.
4.3.8.1 The following components are to be
4.3.6.2 Monitoring and alarms inspected at the manufacturers works:
4.3.6.2.1 Alarms and monitoring requirements are steering nozzle,

indicated in 4.3.6.2.2 to 4.3.6.2.4 and Table 4.3.6.2. reverse bucket,
stator impeller
Table 4.3.6.2 integral bearing.
Item Alarm Note 4.3.8.2 Welded components are to comply with the
Hydraulic Low - requirement of Chapter 12 and be subject to stress
system pressure relief heat treatment upon completion. Where an
Hydraulic oil Low - impeller has welded blades, non-destructive testing
supply tank is to be carried out to an approved procedure.
level
Hydraulic oil High Where an oil 4.3.8.3 Testing of the first installation of a new type
temperature cooler is fitted of water jet unit is required and is to demonstrate the
Hydraulic Low - adequacy of the steering and reversing mechanisms
system flow during the most arduous manoeuvres.
Lubricating oil Low -
pressure 4.3.8.4 Upon completion, the impeller assembly is to
Control system Fault - be suitably balanced in accordance with ISO 940
Control system Failure - Grade G6.3 or an equivalent standard.
power supply

Page 43 of 44
Section 5
Pressure Vessels
5.1 Application 5.3 Materials
5.1.1 The requirements of this chapter are applicable 5.3.1 Materials used in the construction are to be
to fusion welded pressure vessels and their manufactured and tested in accordance with the
mountings and fittings, where plans have to be requirements of Part 2.
submitted in accordance with 5.2.
5.3.2 Where it is proposed to use materials other
5.1.2 Seamless pressure vessels are to be than those specified in Part 2, details of the chemical
manufactured in accordance with the requirements compositions, heat treatment and mechanical
of Part 2 of Rules and Regulations for the properties are to be submitted for approval. In such
Construction and Classification of Steel Ships. cases, the values of the mechanical properties used
for deriving the allowable stress are to be subject to
5.1.3 Steam raising plant and associated pressure agreement by IRS.
vessels should be designed and constructed in
accordance with Part 4, Chapter 5 of Rules and 5.4 Design pressure
of Steel Ships. 5.4.1 The design pressure is the maximum
permissible working pressure and is to be not less
5.2 Details to be submitted than the highest set pressure of any safety valve.
5.2.1 Plans of pressure vessels are to be submitted in 5.5 Metal temperature

triplicate for consideration where all the conditions
in (a) or (b) are satisfied: 5.5.1 The metal temperature, T, used to evaluate the
allowable stress, , is to be taken as the actual metal
a) The vessel contains vapours or gases, e.g. air temperature expected under operating conditions for
receivers, hydrophore or similar vessels and the pressure part concerned, and is to be stated by
gaseous CO2 vessels for fire fighting and the manufacturer when plans of the pressure parts
are submitted for consideration.
pV > 600
p >1 5.5.2 For fusion welded pressure vessels the
V > 100 minimum design temperature, T, is not to be less
than 50oC.
Where,
V = volume (litres) of gas or vapour space.
p = design pressure (bar) 5.6.1 Refer Part 4, Chapter 5 of Rules and
b) The vessel contains liquefied gases for fire of Steel Ships.
fighting, or flammable liquids, and
5.7 Mountings and Fittings for Pressure Vessels
p >7
V > 100 5.7.1 General
Where, 5.7.1.1 Each pressure vessel or system is to be fitted

with a stop valve situated as close as possible to the
V = volume (litres) shell.
p = design pressure (bar)

Chapter 12
5.7.1.2 Adequate arrangements are to be provided to pT = test pressure, in bar

prevent over-pressure of any part of a pressure t = nominal thickness of shell as indicated on the
vessel which can be isolated. Pressure gauges are to plan [mm]
be fitted in positions where they can be easily read. T = allowable stress at design temperature [N/mm2]
50 = allowable stress at 50oC [N/mm2].
5.7.1.3 Adequate arrangements are to be provided
for draining and venting the separate parts of each 5.8.2 Mountings
pressure vessel.
5.8.2.1 Mountings are to be subjected to a hydraulic
5.7.2 Receivers containing pressurized gases test of twice the approved design pressure.
5.7.2.1 Each air receiver is to be fitted with a drain 5.9 Fibre Reinforced Plastics Pressure Vessels
arrangement at its lowest part, permitting oil and
water to be blown out. 5.9.1 General
5.7.2.2 Each receiver which can be isolated from a 5.9.1.1 Pressure vessels may be constructed in fibre
relief valve is to be provided with a suitable fusible reinforced plastics provided the manufacturer is
plug to discharge the contents in case of fire. The competent and suitably equipped for this purpose.
melting point of the fusible plug is to be
approximately 150oC. See also below. 5.9.1.2 Pressure vessels are to be of standard design
whose suitability has been established by fatigue and
5.7.2.3.Where a fixed system utilizing fire burst tests on a prototype.
extinguishing gas is fitted, to protect a machinery
space containing an air receiver(s), fitted with a 5.9.2 Prototype testing
fusible plug, it is recommended that the discharge
from the fusible plug be piped to the open deck. 5.9.2.1 For the fatigue test the pressure shall be
cycled from atmospheric to design pressure 100 000
5.7.2.4 Receivers used for the storage of air for the times at the design temperature.
control of remotely operated valves are to be fitted
with relief valves and not fusible plugs. 5.9.2.2 For the burst test the minimum bursting
pressure shall be six times the design pressure.
5.8 Hydraulic tests
5.9.3 Production hydraulic test
5.8.1 Fusion welded pressure vessels
5.9.3.1 Vessels subject to internal pressure shall be
5.8.1.1.Fusion welded pressure vessels are to be hydraulically tested to not less than 1.5 times the
tested on completion to a pressure, pT, determined design pressure.
by the following formula, without showing signs of
weakness or defect: 5.10 Requirements for Craft with LC or
HSLC notation
50 t
p T = 1.3 p 5.10.1 Fibre reinforced plastics pressure vessels
T ( t 0.75)
5.10.1.1 Fibre reinforced plastics pressure vessels,
where the product of the design pressure in bar and
but in no case is to exceed volume in litres exceeds 600, are not to be situated
in machinery spaces or high risk areas on craft less
t than 150 GT.
1.5 p
(t - 0.75)
5.10.1.2 Small fibre reinforced plastics pressure
where, vessels will receive special consideration in relation
to their intended duty and service conditions.
p = design pressure in bar
End Of Chapter

Page 1 of 50
Chapter 13
Electrical Installations
Contents
Section
2 Main Source of Electrical Power
3 Emergency Source of Electrical Power
4 External Source of Electrical Power
5 Supply and Distribution
6 System Design Protection
7 Switch Gear and Control Gear Assemblies
8 Rotating Machines
9 Converter Equipment
10 Electrical Cables
11 Batteries
12 Equipment Heating, Lighting and Accessories
13 Electrical Equipment for use in Explosive Atmospheres
14 Navigation and Manoeuvring Systems
15 Fire Safety Systems
16 Crew and Passenger Emergency Safety Systems
17 Craft Safety Systems
18 Small Crafts Not Required to Comply With HSC Notation
19 Trials
Section 1
1.1 General Craft and Light Crafts intended to be classed,

attention should also be given to any relevant
1.1.1 The requirements of Section 1 to 17 and 19 are statutory regulations of the National Authority of the
applicable to all crafts having HSC notation. country in which the craft is to be registered.
All non-HSC non-passenger crafts of less than 500 1.1.3 Electrical services required to maintain the
tons GT having LC or HSLC notation are to meet craft in a normal seagoing, operational and habitable
the requirements of Section 18. condition are to be capable of being maintained
without recourse to the emergency source of
For all non-HSC craft of more than 500 tons GT and electrical power.
non-HSC passenger craft of less than 500 tons GT
(having LC or HSLC notation), the requirements 1.1.4 Electrical services essential for safety are to be
given in Part 4, Chapter 8 of the Rules and maintained under various emergency conditions.
Regulations for the Construction and Classification The safety of passengers, crew and craft from
of Steel Ships are to be applied, in general. It may electrical hazards is to be ensured.
be noted that as these crafts, do not follow the
design philosophy of the HSC Code in totality the 1.1.5 Failure mode and effects analysis of the craft is
requirements of HSC code are not applied. to include the electrical system, taking into account
the effects of electrical failure on the systems being
1.1.2 Whilst this chapter applies to the electrical supplied. In cases where faults can occur without
engineering equipment and systems on High Speed being detected during routine checks on the

Chapter 13
Page 2 of 50 Electrical Installations
installation the analysis is to take into account the 1.2.8 Emergency source of electrical power is a
possibility of faults occurring simultaneously or source of electrical power, intended to supply the
consecutively. emergency switchboard in the event of failure of the
supply from the main source of electrical power.
1.2 Definitions
1.2.9 Special category spaces are those enclosed
1.2.1 Normal operational and habitable condition spaces above or below the bulkhead deck intended
is condition under which the craft as a whole, the for the carriage of motor vehicles with fuel, for their
machinery, services, means and aids ensuring own propulsion, in their tanks, into and from which
propulsion, ability to steer, safe navigation, fire and such vehicles can be driven and to which passengers
flooding safety, internal and external have access.
communications and signals, means of escape, and
emergency boat winches, as well as designed 1.3 Plans
comfortable conditions of habitability are in working
order and functioning normally. 1.3.1 The following plans and details for electrical
installation are to be submitted in triplicate for
1.2.2 Emergency condition is a condition under approval.
which any services needed for normal operational
and habitable conditions are not in a working order 1.3.2 Single line diagram of main and emergency
due to the failure of the main source of electrical power and lighting systems which is to include:
power.
a) ratings of machines, transformers, batteries and
1.2.3 Main source of electrical power is a source semi-conductor converters;
intended to supply electrical power to the main b) all feeders connected to the main and
switchboard for distribution to all services necessary emergency switchboards;
for maintaining the ship in normal operational and c) section boards and distribution boards;
habitable conditions. d) insulation type, size and current loadings of
cables;
1.2.4 Dead craft condition and blackout are both e) make, type and rating of circuit breakers and
understood to mean a condition under which the fuses.
main propulsion plant, boilers and auxiliaries are not
in operation and in restoring the propulsion, no 1.3.3 Simplified diagrams of generator circuits,
stored energy for starting the propulsion plant, the inter-connector circuits and feeder circuits showing:
main source of electrical power and other essential
auxiliaries is to be assumed available. It is assumed a) protective devices e.g. short circuit, overload,
that means are available at all times to start the reverse power protection;
emergency generator or one of the main generators b) instrumentation and synchronizing devices;
when the main source is arranged according to 3.1.2. c) preference tripping;
d) remote stops;
1.2.5 Main generating station is the space in which e) earth fault indication/protection.
the main source of electrical power is situated.
1.3.4 Calculations of prospective short circuit
1.2.6 Main switchboard is a switchboard which is currents of main busbar and secondary side of
directly supplied by the main source of electrical transformers (Additionally load schedule of normal
power and is intended to distribute electrical energy and emergency operating loads on the system
to crafts services. estimated for the different operating conditions
expected is to be submitted for information).
1.2.7 Emergency switchboard is a switchboard
which in the event of failure of the main electrical 1.3.5 For battery installations, arrangement plans
power supply system is directly supplied by the and calculation to show compliance with Section 11.
emergency source of electrical power or transitional
source of emergency power and is intended to 1.3.6 Details of electrically operated passenger and
distribute electrical energy to the emergency crew safety systems which are to include single line
services. diagrams and a general arrangement plan of the craft

Page 3 of 50
showing the vertical fire zones and location of air compressors for starting and maneuvering
equipment and cable routes of: essential mains and auxiliary machinery,
air pumps,
a) emergency lighting; ballast and bilge pumps,
b) accommodation fire detection, alarm and fire pumps,
extinction systems; main lighting system for those parts of craft
c) public address system; normally accessible to and used by personnel
d) general alarm; and passengers,
e) watertight doors, shell doors and other navigational aids where required by statutory
electrically operated closing appliances. regulations,
navigational lights and special purpose lights
1.3.7 In order to establish compliance with 5.1.3 to
where required by statutory regulations,
5.1.5. General Arrangement plan of the craft
watertight doors and other electrically operated
showing location of major items of electrical
closing appliances,
equipment, i.e. main and emergency generators,
main and emergency switchboards, emergency scavenge blowers,
batteries, motors for emergency services. valves which are required to be remotely
operated,
1.3.8 Arrangement plans of main and emergency power sources and supply system for supplying
switch board and section boarding. the above services.
1.4 Surveys 1.5.2 Services such as following are considered

necessary for minimum comfortable conditions of
1.4.1 Electrical machinery and auxiliary services habitability :
essential for the safety of the craft are to be installed
in accordance with the relevant requirements of this cooking;
chapter, surveyed and have tests witnessed by the heating;
Surveyors. domestic refrigeration;
mechanical ventilation;
1.4.2 Generators, motors and transformers of 100 sanitary and fresh water.
kW or over intended for essential services are to be
surveyed during manufacture and testing. 1.5.3 Services such as following, which are in
addition to 1.5.1 and 1.5.2, are considered necessary
1.5 Essential and other services to maintain the craft in a normal seagoing
operational and habitable condition :
1.5.1 Essential services wheresoever mentioned in
the Rules are those which need to be in continuous cargo handling and cargo gear equipment;
operation for maintaining the crafts hotel services, other than those required for
maneuverability with regard to propulsion and habitable conditions;
steering and for the safety of the craft. Examples of thrusters systems for manoeuvring.
essential services are:
steering gear,
pumps for variable pitch propellers, 1.6.1 Equipment for services essential for the safety
fuel oil supply pumps, of the craft are to be constructed in accordance with
fuel valve cooling pumps, the relevant requirements of this chapter.
lubricating oil pumps,
circulating and cooling water pumps, 1.6.2 The design and installation of other equipment
automatic sprinkler systems, is to be such that risk of fire due to its failure is
main engine remote control devices, minimized. It is to, as a minimum, comply with a
fire detection and alarm system, National or International Standard revised where
communication systems, necessary for ambient conditions.
windlasses,
ventilating fans for engine room,

Chapter 13
1.7 Voltage and frequency variation

1.8 Ambient reference conditions
1.7.1 All electrical appliances supplied from the
main or emergency systems are to be so designed 1.8.1 For details regarding ambient reference
and manufactured that they are capable of operating condition see Part 4, Chapter 1, Section 1.7 of Rules
satisfactorily under the normally occurring and Regulations for the Construction and
variations in voltage and frequency. Unless Classification of Steel Ships.
otherwise stated, all equipments are to operate
satisfactorily with the variations from its rated value 1.9 Inclination of craft
shown in the following table:
1.9.1 Emergency and essential electrical equipment
Item Variations is to operate satisfactorily under the conditions as
Permanent Transient shown in Table 1.9.1.
Frequency 5% 10% (recovery time
5 seconds)
Voltage + 6% 20% (recovery time
- 10% 1.5 seconds)
Note : The above values do not apply to battery
systems
Table 1.9.1 : Machinery inclination
Angle of inclination 1)
Installations/Components Athwartships Fore-and-aft
Static Dynamic Static Dynamic
Main and auxiliary machinery 15o 22.5o 5o 7.5o
Safety equipment e.g. emergency power
installations, emergency fire pumps and
their devices switchgear, electrical and 22.5o 22.5o 10o 10o
2)
electronic appliances and remote
control systems
Notes:
1) Athwartships and core-and-aft inclinations occur simultaneously.
2) Switches and controls are to remain in their last set position.
1.10 Location and construction 1.10.3 Insulating materials and insulated windings
are to be flame retardant and resistant to tracking,
1.10.1 Electrical equipment is, as far as is moisture, sea air and oil vapour unless special
practicable, to be accessibly placed, clear of precautions are taken to protect them.
flammable material in well ventilated, adequately
lighted spaces, in which flammable gases cannot 1.10.4 Equipment is not to remain alive through the
accumulate and where it is not exposed to risk of control circuits and/or pilot lamps when switched off
mechanical injury or damage from water, steam or by the control switch. This does not apply to
oil. Where necessarily exposed to such risks, the synchronizing switches and/or plugs.
equipment is to be suitably constructed or enclosed.
Live parts are to be guarded where necessary. 1.10.5 The operation of all electrical equipment and
the lubrication arrangements are to be efficient
1.10.2 All electrical apparatus is to be so constructed under such conditions of vibration and shock as arise
and so installed that it does not cause injury when in normal practice.
handled or touched in the normal manner.

Page 5 of 50
1.10.6 All nuts and screws used in connection with be accepted for instrumentation cables if desirable
current-carrying and working parts are to be for technical reasons.
effectively locked.
1.11.4 The electrical continuity of all metal
1.10.7 Conductors and equipment are to be placed at coverings of cables throughout the length of the
such a distance from the magnetic compasses, or are cable, particularly at joints and tappings, is to be
to be so disposed, that the interfering magnetic field ensured.
is negligible when circuits are switched on and off.
1.11.5 Metal parts of portable appliances, other than
1.11 Earthing current-carrying parts and parts exempted by 1.11.2
are to be earthed by means of an earth-continuity
1.11.1 Unless specifically exempted in 1.11.2 all conductor in the flexible cable or cord through the
accessible metal of the electric installation, other associated plug and socket-outlet.
than current carrying accessible parts should be
earthed. 1.11.6 Earthing conductors are to be of copper or
other corrosion-resistant material and be securely
1.11.2 The following parts may be exempted from installed and protected where necessary against
the requirements of 1.11.1: damage and also, where necessary, against
electrolytic corrosion. Connections are to be so
a) lamp-caps, where suitably shrouded; secured that they cannot work loose under vibration.
b) shades, reflectors and guards supported on
lamp-holders or light fittings constructed of, or 1.11.7 The nominal cross-section areas of copper
shrouded in, non-conducting material; earthing conductors are, in general to be equal to the
c) metal parts on, or screws in or through, non- cross section of the current carrying conductor upto
conducting materials, which are separated by 16 mm2. Above this figure they are to be equal to at
such material from current-carrying parts and least half the cross-section of the current-carrying
from earthed non-current carrying parts in such conductor with a minimum of 16 mm2. Every other
a way that in normal use they cannot become earthing conductor is to have a conductance not less
live or come into contact with earthed parts; than that specified for an equivalent copper earthing
d) apparatus which is constructed in accordance conductor.
with the principle of double insulation;
e) bearing housings which are insulated in order to 1.11.8 The connection of the earthing conductor to
prevent circulation of current in the bearings; the hull of the craft is to be made in an accessible
f) clips for fluorescent lamps; position and is to be secured by a screw or stud of
g) cable clips and short lengths of pipes for cable diameter not less than 6 mm which is to be used for
protection; this purpose only. Bright metallic surfaces at the
h) apparatus supplied at a voltage not exceeding 55 contact areas are to be ensured immediately before
V direct current or 55 V, root mean square, the nut or screw is tightened and, where necessary,
between conductors, or between any conductor the joint is to be protected against electrolytic
and earth in a circuit isolated from the supply. corrosion. The connection is to remain unpainted.
Autotransformers are not to be used for the
purpose of achieving the alternating current 1.12 Electrical bonding for the control of static
voltage; electricity
i) apparatus or parts of apparatus which although
not shrouded in insulating material is 1.12.1 In non-metallic craft, all metallic parts of the
nevertheless otherwise so guarded that it cannot craft are to be electrically bonded together, as far as
be touched and cannot come in contact with possible, in consideration of galvanic corrosion
exposed metal. between dissimilar metals, to ensure an earth return
path and to connect the craft to the water when
1.11.3 Metal coverings of cables are to be water-borne. This does not apply to isolated
effectively earthed at both ends of the cable. In final components, which cannot become live, nor require
sub-circuits, other than those installed in hazardous control of static electricity.
zones or spaces, earthing at the supply end only will
be considered adequate. Single point earthing may 1.12.2 Bonding straps for the control of static
electricity are required for piping systems, including

Chapter 13
pressure refuelling points, which are not electrically

continuous throughout their length and for 1.12.4 Where bonding conductors are provided for
flammable products, which are not permanently lightning discharge currents, they are to have a
connected to the hull of the craft either directly or minimum cross section of 50 mm2 in copper.
via their bolted or welded supports and where the
resistance between them and the hull exceeds 1M. 1.13 Enclosures
1.12.3 Where bonding straps are required for the 1.13.1 The enclosure types given in Table 1.13.1 are
control of static electricity, they are to be robust, that required as a minimum.
is, having a cross sectional area of about 10 mm2,
and are to comply with 1.11.6 and 1.11.8.
Table 1.13.1 : Enclosure types in relation to location

(N : Normally not accepted for installation in this location).
Location Switch- Control Rotating Trans- Lighting Heating Socket Accesso-
boards gear and machines formers fittings applian- outlets ries such
motor and ces as
starters rectifiers switches,
connecti-
on boxes
Engine rooms
Above the floor IP 22 IP 22 IP 22 IP 22 IP 22 IP 22 IP 44 IP 44
Dry control rooms IP 22 IP 22 IP 22 IP 22 IP 22 IP 22 IP 22 IP 22
Below the floor N N IP 44 N IP 44 IP 44 N IP 44
Closed compartments for fuel oil IP 44 IP 44 IP 44 IP 44 IP 44 IP 44 N IP 44
and lub.oil separators
Fuel oil tanks N N N N N N N N
Ballast and other water tanks, bilge N N IP 68 N N IP 68 N N
wells
Ventilation ducts N N IP 44 N N N N N
Deckhouses, forecastle spaces, IP 22 IP 22 IP 22 IP 22 IP 22 IP 22 IP 44 IP 44
steering gear compartments and
similar spaces
Ballast pump rooms and similar IP 44 IP 44 IP 44 IP 44 IP 44 IP 44 IP 56 IP 56
rooms below the loadline
Cargo holds N N IP 44 N IP 55 N IP 56 IP 56
Open deck, keel ducts IP 56 IP 56 IP 56 IP 56 IP 55 IP 56 IP 56 IP 56
Battery rooms, lamp rooms, paint N N EX N EX EX N EX
stores, stores for welding gas
bottles
Dry accommodation spaces IP 20 IP 20 IP 20 IP 20 IP 20 IP 20 IP 20 IP 20
Bath rooms and showers N N N N IP 44 IP 44 N IP 56
Galleys, laundries and similar IP 44 IP 44 IP 44 IP 44 IP 44 IP 44 IP 44 IP 44
rooms
1.14 Creepage and clearance distances allow for the electromagnetic forces involved and
also depend upon insulating material, dust, deposits,
1.14.1 Distance between live parts and between live humidity etc.
parts and earthed metal, whether across surfaces or
in air, are to be adequate for the working voltages 1.15 Additions or alterations
considering the nature of the insulating material and
the transient over voltages developed by switch and 1.15.1 No addition, temporary or permanent, is to be
fault conditions. made to the approved load of an existing installation
until it has been ascertained that the current carrying
1.14.2 For bare busbars the minimum clearance capacity and the condition of the existing equipment
distances in Table 1.14.1 are to be observed. Where including cables and switchgear are adequate for the
necessary these distances are to be increased to increased load.

Page 7 of 50
1.15.2 Plans are to be submitted for consideration Table 1.14.1 : Minimum clearances distances
and the alterations or additions are to be carried out
under the survey and to the satisfaction of the Voltage Minimum Minimum
Surveyors. between clearance to clearance between
phases earth phases or poles
or poles In air In oil In air In oil
[mm] [mm] [mm] [mm]
660 or 16 - 19 -
less
2200 38 - 38 -
3300 51 13 51 19
6600 63 19 89 25
Section 2
Main Source of Electrical Power
2.1 General conditions can be maintained regardless of the speed

and direction of the propulsion machinery shafting.
2.1.1 The main source of electrical power is to
comply with the requirements of this section without 2.2.3 Where the electrical power requirement to
recourse to the emergency source of electrical maintain the craft in a normal operational and
power. habitable condition is usually supplied by one
generating set, arrangements are to be provided to
2.2 Number and rating of generating sets prevent overloading of the running generator. On
loss of power there is to be provision for automatic
2.2.1 Under seagoing conditions, the number and starting and connecting to the main switchboard of
rating of service generating sets and converting sets, the standby set and automatic sequential restarting
when any one generating set or converting set is out of essential services in as short a time as practicable.
of action, are:
2.3 Number and rating of converting equipment
a) to be sufficient to ensure the operation of
electrical services for essential equipment and 2.3.1 Where the electrical services for essential
habitable conditions; equipment and habitable conditions is supplied via
converting equipment, such as transformers and
b) to have sufficient reserve capacity to permit the semi conducting converters, the number of sets and
starting of the largest motor without causing any the rating of the converting equipment are to be
motor to stall or any device to fail due to sufficient to ensure the operation of these electrical
excessive voltage drop on the system; services even when one set of converting equipment
is out of source.
c) to be capable of providing the electrical services
necessary to start the main propulsion 2.3.2 Each transformer or semi conducting converter
machinery from a dead ship condition. The is to be fitted as separate unit, with a separate
emergency source of electrical power may be enclosure.
used to assist if it can provide power at the same
time to those services required to be supplied by 2.4 Starting arrangements
Section 3. (See also 2.4.2).
2.4.1 The starting arrangements of the generating
2.2.2 The arrangement of the crafts main source of sets prime movers are to comply with the
power is to be such that the operation of electrical requirements of Part 4, Chapter 4 as applicable in
services for essential equipment and habitable Rules & Regulations for the Construction and

Chapter 13
2.5 Prime mover governors

2.4.2 Where the emergency source of electrical
power is required to be used to restore propulsion 2.5.1 The governing accuracy of the generating sets
from a dead craft condition, the emergency prime movers is to meet the requirements of Part 4,
generator is to be capable of providing initial Chapter 4 in Rules & Regulations for the
starting energy for the propulsion machinery within Construction and Classification of Steel Ships.
30 minutes of the dead craft condition. The
emergency generator capacity is to be sufficient for 2.5.2 The maximum load step applied to the
restoring propulsion in addition to supplying those electrical installation is not to cause the frequency
services in Section 3. See Part 4, Chapter 4, Section variation of the electrical supply to exceed the
4 for initial starting arrangements in Rules and parameters given in 1.7.1. See also Part 4, Chapter 4
Regulations for the Construction and Classification in Rules and Regulations for the Construction and
of Steel Ships. Classification of Steel Ships.
Section 3
Emergency Source of Electrical Power
3.1 General 3.2.2 The emergency source of electrical power,

associated transforming equipment, if any,
3.1.1 The requirements of this section apply to transitional source of emergency power, emergency
passenger craft and to cargo craft of 500 tonnes switchboard and emergency lighting switchboard are
gross tonnage and above, in general. to be located above the waterline in the final
condition of damage, be operable in that condition
3.1.2 Where the main source of electrical power is and be readily accessible from the open deck. They
located in two or more compartments which are not are not to be located forward of the collision
contiguous, each of which has its own self-contained bulkhead.
systems, including power distribution and control
systems, completely independent of each other and 3.2.3 The location of the emergency source of
such that a fire or other casualty in any one of the electrical power and associated transforming
spaces will not affect the power distribution from the equipment, if any, the transitional source of
others, or to the services required by 3.2 and 3.3, the emergency power, the emergency switchboard and
requirement of this section may be considered the emergency lighting switchboard in relation to the
satisfied without an additional emergency source of main source of electrical power, associated
electrical power, provided that: transforming equipment, if any, and the main
switchboard is to be such as to ensure that a fire or
a) there is at least one generating set of sufficient other casualty in spaces containing the main source
capacity to meet the requirement of 3.2 or 3.3 of electrical power, associated transforming
and 3.4 in at least two non-contiguous spaces; equipment, if any, and the main switchboard or in
any machinery space will not interfere with the
b) the generator sets referred to in 3.1.2(a) and supply, control and distribution of emergency
their self-contained systems are installed such electrical power. The space containing the
that one of them remains operable after damage emergency source of electrical power, associated
or flooding in any one compartment. transforming equipment, if any, the transitional
source of emergency electrical power and the
3.1.3 Cargo craft of 300 tons gross tonnage and emergency switchboard is not to be contiguous to
above are to comply with 3.6. the boundaries of machinery spaces and those spaces
containing the main source of electrical power,
3.2 Emergency source of electrical power in associated transforming equipment, if any, or the
passenger craft main switchboard.
3.2.1 A self-contained emergency source of 3.2.4 Provided that suitable measures are taken for
electrical power is to be provided. safeguarding independent emergency operation
under all circumstances, the emergency generator

Page 9 of 50
may be used exceptionally, and for short periods, to ii) the crafts whistle, if electrically
supply non-emergency circuits. Failure of the driven.
emergency switchboard when being used in other
than an emergency is not to put at risk the operation d) for a period of 12 hours:
of the craft.
i) the navigational equipment as required by
3.2.5 For Category (B) craft, the electrical power HSC Code Chapter 13; where such
available is to be sufficient to supply all those provision is unreasonable or impractical
services that are essential for safety in an this requirement may be waived for craft of
emergency, due regard being paid to such services less than 5000 tons gross tonnage;
as may have to be operated simultaneously. The
emergency source of electrical power is to be ii) essential electrically powered
capable, having regard to starting currents and the instruments and control for propulsion
transitory nature of certain loads, of supplying machinery, if alternate sources of
simultaneously at least the following services for the power not available for such devices;
periods specified hereinafter, if they depend upon an iii) emergency fire pump;
electrical source for their operation: iv) the automatic sprinkler pump and
drencher pump, if fitted;
a) for a period of 12 hours, emergency lighting: v) the emergency bilge pump and all the
equipment essential for the operation
i) at the stowage positions of life saving of electrically powered remote
appliances; controlled bilge valves;
ii) at all escape routes, such as alleyways, vi) the VHF radio installation required by
stairways, exits from accommodation SOALS 1974, as amended, Chapter IV,
and service spaces, embarkation points, Regulation 7.1.1 and 7.1.2; and, if
etc.; applicable;
iii) in the passenger compartments;
iv) in the machinery spaces and main .1 the MF radio installation required by
emergency generating spaces including SOLAS 74, as amended, chapter IV
their control positions; regulations 9.1.1, 9.1.2, 10.1.2 and
v) in control stations; 10.1.3;
vi) at the stowage positions for firemens
outfits; and .2 the ship earth station required by
vii) at the steering gear. SOLAS 74, as amended, chapter IV,
regulations 10.1.2, 10.2.2 and 11.1;
b) for a period of 12 hours:
e) for a period of 10 min:
i) the navigation lights and other lights
required by International Regulations i) power drives for directional control devices
for Preventing Collisions at Sea in including those required to direct thrust
force; forward and astern, unless there is a manual
ii) electrical internal communication alternative complying with Part 4, Chapter
equipment for announcements for 6 of Rules and Regulations for the
passengers and crew required during Construction and Classification of Steel
evacuation; Ships; and
iii) fire detection and general alarm system
and manual alarms; and f) for a period of half an hour;
iv) remote control devices of fire-
extinguishing system, if electrical. i) any watertight doors which are required to
be power operated together with their
c) for a period of 4 hours on intermittent operation: indicators and warning signals.
i) daylight signalling lamps if they have g) Where applicable, the services required by
no independent supply from their own 2.4.2.
accumulator battery; and

Chapter 13
3.2.6 The emergency source of electrical power may a) For half an hour;
be either a generator or an accumulator battery,
which is to comply with the following: i) The lighting required by 3.2.5(a), (b) and
(c);
a) Where the emergency source of electrical power ii) All services required by 3.2.5(d) unless
is a generator it is to be: such services have an independent supply
for the period specified from an
i) Driven by a suitable prime mover with an accumulator battery suitably located for use
independent supply of fuel having a in an emergency;
flashpoint (closed cut test) of not less than
43oC; b) With respect to watertight doors;
ii) Started automatically upon failure of the
electrical supply from the main source of i) Power to operate the watertight doors but
electrical power and is to be automatically not necessarily simultaneously, unless an
connected to the emergency switchboard; independent temporary source of stored
those services referred to in 3.2.5 are then energy is provided. The power source
to be transferred automatically to the should have sufficient capacity to operate
emergency generating set. The automatic each door at least three times i.e. closed-
starting system and the characteristics of open-closed, against an adverse list of 15o;
the prime mover are to be such as to permit ii) Power to the control, indication and alarm
the emergency generator to carry its full circuits for the watertight doors for half an
rated load as quickly as is safe and hour.
practicable, subject to a maximum of 45
seconds; and Alternatively the above services may have
iii) Provided with a transitional source of individual supplies for the period specified from
emergency electrical power according to accumulator batteries suitably located for use in an
3.2.7. emergency.
b) Where the emergency source of electrical power 3.2.8 The emergency switchboard is to be installed
is an accumulator battery, it is to be capable of: as near as is practicable to the emergency source of
electrical power.
i) Carrying the emergency electrical load
without recharging while maintaining the 3.2.9 Where the emergency source of electrical
voltage of the battery throughout the power is a generator, the emergency switchboard is
discharge period within 12 per cent above to be located in the same space unless the operation
or below its nominal voltage; of the emergency switchboard would thereby be
ii) Automatically connecting to the emergency impaired.
switchboard in the event of failure of the
main source of electrical power; and 3.2.10 No accumulator battery except for engine
iii) Immediately supplying at least those starting, fitted in accordance with this section is to
services specified in 3.2.7. be installed in the same space as the emergency
switchboard. An indicator is to be mounted in a
3.2.7 The transitional source of emergency electrical suitable place on the main switchboard or in the
power required by 3.2.6 may consist of an machinery control room to indicate when the
accumulator battery suitably located for use in an batteries constituting either the emergency source of
emergency which is to operate without recharging electrical power or the transitional source of
while maintaining the voltage of the battery emergency electrical power are being discharged
throughout the discharge period within 12 percent and provision is to be made to charge them in situ
above or below its nominal voltage and be of from a reliable onboard supply.
sufficient capacity and so arranged as to supply
automatically in the event of failure of either the 3.2.11 The emergency switchboard is to be supplied
main or emergency source of electrical power at during normal operation from the main switchboard
least the following services, if they depend upon an by an inter-connector feeder which is to be
electrical source for their operation: adequately protected at the main switchboard against
overload and short circuit and which is to be

Page 11 of 50
disconnected automatically at the emergency 3.3 Emergency source of electrical power in cargo
switchboard upon failure of the main source of craft
electrical power. Where the system is arranged for
feedback operation, the inter-connector feeder is also 3.3.1 A self-contained emergency source of
to be protected at the emergency switchboard at least electrical power is to be provided.
against short circuit.
3.3.2 The emergency source of electrical power,
3.2.12 In order to ensure ready availability of the associated transforming equipment, if any,
emergency source of electrical power, arrangements transitional source of emergency power, emergency
are to be made where necessary to disconnect switchboard and emergency lighting switchboard are
automatically non-emergency circuits from the to be located above the waterline in the final
emergency switchboard to ensure that power will be condition of damage, be operable in that condition
available to the emergency circuits. and be readily accessible from the open deck. They
are not to be located forward of the collision
3.2.13 Provision is to be made for the periodic bulkhead, if fitted.
testing of the complete emergency system and is to
include the testing of automatic starting 3.3.3 The location of the emergency source of
arrangements. electrical power and associated transforming
equipment, if any, the transitional source of
3.2.14 In addition to the emergency lighting required emergency power, the emergency switchboard and
by 3.2.5(a) passenger craft with roll on-roll off cargo the emergency lighting switchboard in relation to the
spaces or special category spaces, are to be provided main source of electrical power, associated
with the following: transforming equipment, if any, and the main
switchboard is to be such as to ensure that a fire or
a) In all passenger public spaces and alleyways other casualty in spaces containing the main source
supplementary electric lighting that can operate of electrical power, associated transforming
for at least three hours when all other sources of equipment, if any, and the main switchboard or in
electric power have failed and under any any machinery space will not interfere with the
condition of heel. The illumination provided is supply, control and distribution of emergency
to be such that the approach to the means of electrical power. The space containing the
escape can be readily seen. The source of power emergency source of electrical power, associated
for the supplementary lighting is to consist of transforming equipment, if any, the transitional
accumulator batteries within the lighting units source of emergency electrical power and the
that are continuously charged where practicable, emergency switchboard is not to be contiguous to
from the emergency switchboard. Consideration the boundaries of machinery spaces and those spaces
would be given to other means of lighting containing the main source of electrical power,
which is at least as effective. The supplementary associated transforming equipment, if any, or the
lighting is to be such that any failure of the lamp main switchboard.
will be immediately apparent. Any accumulator
battery provided is to be replaced at intervals 3.3.4 Provided that suitable measures are taken for
having regard to the specified service life in the safeguarding independent emergency operation
ambient conditions that they are subject to in under all circumstances, the emergency generator
service. may be used exceptionally, and for short periods, to
supply non-emergency circuits. Failure of the
b) A portable rechargeable battery operated lamp emergency switchboard when being used in other
is to be provided in every crew space alleyway, than an emergency is not to put at risk the operation
recreational space and every working space of the craft.
which is normally occupied unless
supplementary emergency lighting, as required 3.3.5 The electrical power available is to be
by (a) is provided. sufficient to supply all those services that are
essential for safety in an emergency, due regard
being paid to such services as may have to be
operated simultaneously. The emergency source of
electrical power is to be capable, having regard to
starting currents and the transitory nature of certain

Chapter 13
loads, of supplying simultaneously at least the iv) the automatic sprinkler pump and drencher
following services for the periods specified pump, if fitted;
hereinafter, if they depend upon an electrical source v) the emergency bilge pump and all the
for their operation: equipment essential for the operation of
electrically powered remote controlled
a) for a period of 12 hours, emergency lighting: bilge valves;
vi) the VHF radio installation required by
i) at the stowage positions of life saving SOLAS 1974, as amended, chapter IV,
appliances, regulation 7.1.1 and 7.1.2; and, if
ii) at all escape routes, such as alleyways, applicable;
stairways, exits from accommodation and
service spaces, embarkation points, etc.; .1 the MF radio installation required by
iii) in the public spaces, if any; SOLAS 74, as amended, chapter IV
iv) in the machinery spaces, and main regulations 9.1.1, 9.1.2, 10.1.2 and 10.1.3;
emergency generating spaces including
their control positions; .2 the ship earth station required by SOLAS
v) in control stations; 74, as amended, chapter IV, regulations
vi) at the stowage positions for firemens 10.1.1 and;
outfits; and
vii) at the steering gear. .3 the MF/HF radio installation required by
SOLAS 1974, as amended, Chapter IV,
b) for a period of 12 hours: regulations 10.2.1, 10.2.2 and 11.1.
i) the navigation lights and other lights e) for a period of 10 min:

required by International Regulations for
Preventing Collisions at Sea in force; power drives for directional control devices
ii) electrical internal communication including those required to direct thrust
equipment for announcements for forward and astern, unless there is a manual
passengers and crew required during alternative complying with Part 4, Chapter
evacuation; 6 of Rules and Regulations for the
iii) fire detection and general alarm system and Construction and Classification of Steel
manual alarms; and Ships; and
iv) remote control deices of fire-extinguishing
system, if electrical; f) Where applicable, the services required by
2.4.2.
c) for a period of 4 hours on intermittent operation:
3.3.6 The emergency source of electrical power may
i) the daylight signaling lamps, if they have be either a generator or an accumulator battery,
no independent supply from their own which is to comply with the following:
accumulator battery and
ii) the crafts whistle or siren, if electrically a) Where the emergency source of electrical power
driven; is a generator it is to be:
d) for a period of 12 hours: i) Driven by a suitable prime mover with an

independent supply of fuel having a
i) the navigational equipment as required by flashpoint (closed cut test) of not less than
statutory regulations; where such provision 43oC;
is unreasonable or impractical this ii) Started automatically upon failure of the
requirement may be waived for craft of less main source of electrical power supply
than 5000 tons gross tonnage; unless transitional source of emergency
ii) essential electrically powered instruments electrical power in accordance with 3.3.7 is
and control for propulsion machinery, if provided; where the emergency generator is
alternate sources of power not available for automatically started, it is to be
such devices; automatically connected to the emergency
iii) emergency fire pump; switchboard; those services referred to in

Page 13 of 50
3.3.7 are to be connected automatically to c) With respect to watertight doors;

the emergency generator; and
iii) Provided with a transitional source of i) Power to operate the watertight doors but
emergency electrical power as specified in not necessarily simultaneously, unless an
3.3.7 unless an emergency generator is independent temporary source of stored
provided capable both of supplying the energy is provided. The power source
services mentioned in that paragraph and of should have sufficient capacity to operate
being automatically started and supplying each door at lest three times i.e. closed-
the required load as quickly as is safe and open-closed, against an adverse list of 15o;
practicable subject to a maximum of 45 ii) Power to the control, indication and alarm
seconds. circuits for the watertight doors for half an
hour.
b) Where the emergency source of electrical power
is an accumulator battery, it is to be capable of: 3.3.8 The emergency switchboard is to be installed
as near as is practicable to the emergency source of
i) Carrying the emergency electrical load electrical power.
without recharging while maintaining the
voltage of the battery throughout the 3.3.9 Where the emergency source of electrical
discharge period within 12 per cent above power is a generator, the emergency switchboard is
or below its nominal voltage; to be located in the same space unless the operation
ii) Automatically connecting to the emergency of the emergency switchboard would thereby be
switchboard in the event of failure of the impaired.
main source of electrical power; and
iii) Immediately supplying at least those 3.3.10 No accumulator battery except for engine
services specified in 3.3.7. starting, fitted in accordance with this section is to
be installed in the same space as the emergency
3.3.7 The transitional source of emergency electrical switchboard. An indicator is to be mounted in a
power required by 3.3.6 may consist of an suitable place on the main switchboard or in the
accumulator battery suitably located for use in an machinery control room to indicate when the
emergency which is to operate without recharging batteries constituting either the emergency source of
while maintaining the voltage of the battery electrical power or the transitional source of
throughout the discharge period within 12 percent emergency electrical power are being discharged
above or below its nominal voltage and be of and provision is to be made to charge them in situ
sufficient capacity and so arranged as to supply from a reliable onboard supply.
automatically in the event of failure of either the
main or emergency source of electrical power at 3.3.11 The emergency switchboard is to be supplied
least the following services, if they depend upon an during normal operation from the main switchboard
electrical source for their operation: by an inter-connector feeder which is to be
adequately protected at the main switchboard against
a) The lighting required by 3.3.5 (a) and (b) (i). overload and short circuit and which is to be
For this transitional phase, the required disconnected automatically at the emergency
emergency electric lighting in respect of the switchboard upon failure of the main source of
machinery space and accommodation and electrical power. Where the system is arranged for
service spaces may be provided by permanently feedback operation, the inter-connector feeder is also
fixed, individual, automatically charged, relay to be protected at the emergency switchboard at least
operated accumulator lamps, and against short circuit.
b) All services required by 3.3.5(b)(ii), (iii) and 3.3.12 In order to ensure ready availability of the
(iv) and (c) unless such services have an emergency source of electrical power, arrangements
independent supply for the period specified are to be made where necessary to disconnect
from an accumulator battery suitably located for automatically non-emergency circuits from the
use in an emergency; emergency switchboard to ensure that power will be
available to the emergency circuits.

Chapter 13
3.3.13 Provision is to be made for the periodic cartridges, where they can be demonstrated as being
testing of the complete emergency system and is to effective.
include the testing of automatic starting
arrangements. 3.4.5 When manual starting is not practicable, the
requirements of 3.4.2 and 3.4.3 are to be complied
3.4 Starting arrangements for emergency with except that starting may be manually initiated.
generating sets
3.5 Prime mover governor
3.4.1 Emergency generating sets should be capable
of being readily started in their cold condition at a 3.5.1 Where the emergency source of power is a
temperature of 0oC. If this is impracticable, or if generator, the governor is to comply with Section
lower temperatures are likely to be encountered, 2.5.
provisions should be made for heating arrangements
to ensure ready starting of the generating sets. 3.6 Radio installation
3.4.2 Each emergency generating set should be 3.6.1 Every radio installation as required by SOLAS
equipped with starting devices with a stored energy 1974 as amended Ch.IV Part C is to be provided
capability of at least three consecutive starts. The with reliable, permanently arranged electrical
source of stored energy should be protected to lighting, independent of the main and emergency
preclude critical depletion by the automatic starting sources of electrical power, for the adequate
system, unless a second independent means of illumination of the radio controls for operating the
starting is provided. A second source of energy radio installation.
should be provided for an additional three starts
within 30 min, unless manual starting can be 3.6.2 A reserve source or sources of energy is to be
demonstrated to be effective. provided on every craft for the purpose of
conducting distress and safety radio-
3.4.3 The stored energy should be maintained at all communications, in the event of failure of the crafts
times, as follows: main and emergency sources of electrical power.
The reserve source or sources of energy is to be
a) electrical and hydraulic starting systems should capable of simultaneously operating the VHF radio
be maintained from the emergency switchboard; installation and, as appropriate for the sea or sea area
for which the craft is equipped, either the MF radio
b) compressed air starting systems may be installation, the MF/HF radio installation, or the
maintained by the main or auxiliary compressed INMARSAT ship to earth station and any of the
air receivers through a suitable non-return valve additional loads mentioned in 3.6.4, 3.6.5 and 3.6.7
or by an emergency air compressor which, if for a period of at least one hour.
electrically driven, is supplied from the
emergency switchboard; The reserve source of energy need not supply
independent HF and MF radio installation at the
c) all of these starting, charging and energy-storing same time.
devices should be located in the emergency
generator space. These devices should not be 3.6.3 The reserve source or sources of energy is to
used for any purpose other than the operation of be independent of the propelling power of the craft
the emergency generating set. This does not and the crafts electrical system.
preclude the supply to the air receiver of the
emergency generating set from the main or 3.6.4 Where, in addition to the VHF radio
auxiliary compressed air system through the installation, two or more of the other radio
non-return valve fitted in the emergency installations, referred to in 3.6.2, can be connected to
generator space. the reserve source or sources of energy, they are to
be capable of simultaneously supplying, for the
3.4.4 Where automatic starting is not required, period specified by 3.6.2, the VHF radio installation
manual starting is permissible, such as manual and:
cranking, inertia starters, manually charged
hydraulic accumulators, or powder charge

Page 15 of 50
a) All other radio installations which can be means of automatically charging the batteries is to
connected to the reserve source or sources of be provided which is to be capable of recharging
energy at the same time; or them to minimum capacity requirements within 10
b) Whichever of the other radio installations will hours.
consume the most power, if only one of the
other radio installations can be connected to the 3.6.7 If an uninterrupted input of information from
reserve source or sources of energy at the same the crafts navigational or other equipment to a radio
time as the VHF radio installation. installation is needed to ensure its proper
performance, means are to be provided to ensure the
3.6.5 The reserve source or sources of energy may continuous supply of such information in the event
be used to supply the electrical lighting required by of failure of the crafts main or emergency source of
3.6.1. electrical power.
3.6.6 Where a reserve source of energy consists of a

rechargeable accumulator battery or batteries a
Section 4
External Source of Electrical Power
4.1 Temporary external supply (shore supply) 4.1.3 The external connection is to be provided with
an indicator at the main switchboard in order to
4.1.1 Where arrangements are provided for the show when the cable is energized.
supply of electric power from a source on shore or
elsewhere, a connection box is to be installed in an 4.1.4 Means are to be provided for checking the
easily accessible location in a manner suitable for polarity (for direct current) or the phase sequence
the convenient reception of flexible cables from the (for three-phase alternating current) of the incoming
external source. This box should contain a circuit- supply. This device should be connected between
breaker or isolating switch and fuses and terminals the incoming connectors and the interrupting device
of ample size and suitable shape to facilitate a in the connection box.
satisfactory connection. The mechanical stress of the
portable cable is to be conveyed directly to the 4.1.5 A notice is to be provided at the connection
metallic framework and not to electrical connectors. box giving complete information on the system of
Suitable cables, permanently fixed, are to be supply and the normal voltage (and frequency for
provided, connecting the circuit breaker/isolating alternating current) of the ship's installed system.
switch in the connection box to a linked switch Full details of the procedure for effecting the
and/or circuit breaker at the main switchboard. connection are to be given on this notice.
4.1.2 For alternating current systems an earthed 4.1.6 Alternate arrangements for providing a
terminal is to be provided for the reception of three- temporary external supply will be specially
phase external supplies with earthed neutrals. considered.

Chapter 13
Section 5
Supply and Distribution
5.1 Systems of supply and distribution 5.1.7 Feeders from the main and the emergency
sources of electrical power are to be separated both
5.1.1 The following systems of generation and vertically and horizontally as widely as is
distribution are acceptable: practicable.
a) d.c., two-wire; 5.1.8 For Category (A) or Category (B) craft or

b) a.c., single-phase, two-wire; cargo craft of 500 tons gross tonnage and over, and
c) a.c., three-phase, three-wire neutral insulated in any case where the total installed electrical power
d) three-phase, four-wire with neutral solidly of the main generating sets is in excess of 3 MW or
earthed but without hull return. is supplied at high voltage, arrangements are to be
made so that it is possible to split the switchboard,
5.1.2 System voltages for both alternating current by removable links or other means, into at least two
and direct current in general are not to exceed: independent sections, each supplied by at least one
generator.
500 V for power, cooking and heating equipment
permanently connected to fixed wiring; 5.1.9 Where 5.1.8 is applicable and the essential
250 V for lighting, heaters in cabins and public services which are duplicated are supplied from a
rooms, and other applications not mentioned above; section-board, arrangements are to be made so that it
Voltage exceeding these will be the subject to is possible to split the section-board into at least two
special consideration. independent sections each supplied by an
independent section of the main switchboard either
5.1.3 The arrangement of the main system of supply directly or through a transformer.
is to be such that a fire or other casualty in any space
containing the main source of electrical power, 5.2 Essential services
associated converting equipment, if any, the main
switchboard or the main lighting switchboard will 5.2.1 Essential services that are required to be
not render inoperable any emergency service, other duplicated are to be served by individual circuits,
than those located within the space where fire or separated in their switchboard or section board and
casualty has occurred. throughout their length as widely as is practicable
without the use of common feeders, protective
5.1.4 The main switch board is to be so placed devices, control circuits or control gear assemblies
relative to the main source of power that, as far as is so that any single fault will not cause the loss of
practicable, the integrity of the main system of both services.
supply will be affected only by a fire or other
casualty in one space. 5.2.2 Where 5.2.1 is applicable the main busbars of
switchboard or section board, are to be capable of
5.1.5 The arrangement of the emergency system of being split, by removable links or other means, into
supply is to be such that a fire or other casualty in at least two independent sections, each supplied by
spaces containing the emergency source of electrical at least one generator, either directly or through a
power, associated converting equipment, if any, the converter the essential services are to be equally
emergency switchboard and the emergency lighting divided, as far as practicable between the
switchboard, will not cause loss of services required independent sections.
to maintain the propulsion and safety of crafts.
5.2.3 Where the loss of the electrical supply to a
5.1.6 Distribution systems required in an emergency particular essential service, which is not duplicated,
are to be so arranged that a fire in any main vertical would cause serious risk to the craft, it is to be fed
zone will not interfere with the emergency by two independent supplies complying with 5.2.1.
distribution in any other such zone. Such circuits are to be provided with short circuit
protection and an overload and phase-failure alarm.

Page 17 of 50
Failure of either supply is not to cause risk to the 5.3.6 A notice is to be fixed to any section board,
craft during switching to the alternative supply. distribution board or item of equipment to which
5.3.4 applies warning personnel before gaining
5.3 Isolation and switching access to live parts of the need to open the
appropriate circuit breakers or switches, unless an
5.3.1 The incoming and outgoing circuits from every interlocking arrangement is provided so that all
switchboard or section board are to be provided with circuits concerned are isolated before access is
a means of isolation and switching to permit each gained.
circuit to be switched off:
5.4 Insulated distribution systems
a) on load;
b) for mechanical maintenance; 5.4.1 A device(s) is to be installed for every
c) in an emergency to prevent or remove danger. insulated distribution system, whether primary or
secondary, for power, heating and lighting circuits,
Precautions are to be taken to minimise the risk of to continuously monitor the insulation level to earth
inadvertent or accidental switching. and to operate an alarm in the event of an
abnormally low level of insulation.
5.3.2 Isolation and switching is to be by means of a
circuit breaker or switch arranged to open 5.5 Earthed distribution systems
simultaneously all insulated poles. Where a switch is
used as the means of isolation and switching, it is to 5.5.1 No fuse, non-linked switch or non-linked
be capable of: circuit-breaker is to be inserted in an earthed
conductor. Any switch or circuit-breaker fitted is to
a) switching off the circuit on load; operate simultaneously in the earthed conductor and
b) withstanding, without damage, the over-currents the insulated conductors. These requirements do not
which may arise during overloads and short preclude the provision (for test purposes) of an
circuit. isolating link to be used only when the other
conductors are isolated.
5.3.3 Provision is to be made, in accordance with
one of the following, to prevent any circuit being 5.5.2 Generator neutrals may be connected in
inadvertently energized: common, provided that the third harmonic content of
the voltage waveform of each generator does not
a) the circuit breaker or switch can be withdrawn, exceed five percent.
or locked in the open position;
b) the operating handle of the circuit breaker or 5.5.3 Where a switchboard is split into sections
switch can be removed; operated independently or where there are separate
c) the circuit fuses, where fitted, can be readily switchboards, neutral earthing is to be provided for
removed and retained by authorized personnel. each section or for each switchboard. Means are to
be provided to ensure that the earth connection is not
5.3.4 Where a section board, distribution board or removed when generators are isolated.
item of equipment can be supplied by more than one
circuit, a switching device is to be provided to 5.5.4 A means of isolation is to be fitted in the
permit each incoming circuit to be isolated and the earthing connection of each generator so those
supply transferred to the alternative circuit. generators can be completely isolated for
maintenance.
5.3.5 The switching device required by 5.3.4 is to be
situated within or adjacent to the section board, 5.5.5 All earthing impedances are to be connected to
distribution board or item of equipment and capable a common earth connection/bar, in order to
of opening and closing all insulated poles. Where eliminate possible interference with radio, radar and
necessary, interlocking arrangements are to be communication circuits, earthing impedances are to
provided to prevent circuits being inadvertently be connected together on the earth side of the
energized. impedances and with single connection to earth. On
craft with metallic hulls, the common earth
connection is to be the hull.

Chapter 13
5.6 Diversity factor stairways leading to boat decks should be supplied

from at least two final sub-circuits in such a way that
5.6.1 Circuits supplying two or more final sub- failure of any one of the circuits does not leave the
circuits are to be rated in accordance with the total spaces in darkness.
connected load subject, where justified, to the
application of a diversity factor. Where spare ways 5.7.6 Lighting of unattended spaces, is to be
are provided on a section or distribution board, an controlled by multi-pole linked switches located
allowance for future increase of load is to be added outside such spaces. Provision is to be made for the
to the total connection load before application of any complete isolation of these circuits and locking in
diversity factor. the "OFF" position of the means of control.
5.6.2 A diversity factor may be applied to the 5.7.7 Lighting for enclosed hazardous spaces is to be
calculation for size of cable and rating of switchgear supplied from at least two final sub-circuits to
and fusegear, taking into account the duty cycle of permit light from one circuit to be retained while
the connected loads and the frequency and duration maintenance is carried out on the other.
of any motor starting loads.
5.7.8 Emergency lighting is to be fitted in
5.6.3 The calculations of diversity factor is to be accordance with Section 3. (See also Section 16).
submitted along with all relevant data.
5.8 Motor circuits
5.7 Lighting circuits
5.8.1 A separate final sub-circuit is to be provided
5.7.1 Lighting circuits are to be supplied by final for every motor for essential services (See 1.5.1).
sub-circuits, which are separate from those for
heating and power. This provision need not be 5.9 Motor control
applied to cabin fans and small wardrobe heaters.
5.9.1 Every electric motor is to be provided with
5.7.2 A final sub-circuit of rating exceeding 15 efficient means for starting and stopping so placed
amperes is not to supply more than one point. as to be easily operated by the person controlling the
motor. Every motor above 0.5 kW is to be provided
5.7.3 A final sub-circuit of rating 15 amperes or less with control apparatus as given in 5.9.2 to 5.9.4.
is not to supply more than the following number of
lighting points:- 5.9.2 Means to prevent undesired restarting, after a
stoppage due to low volts or complete loss of volts,
10 for 24 - 55 V circuits are to be provided. This does not apply to motors
where a dangerous condition might result from the
14 for 110 - 127 V circuits failure to restart automatically, e.g. steering gear
motor.
18 for 220 - 250 V circuits
5.9.3 Means for automatic disconnection of the
5.7.4 This provision is not applicable to final sub- supply in the event of excess current due to
circuits for cornice lighting, panel lighting and mechanical overloading of the motor are to be
electric signs where lamp-holders are closely provided. See also 6.8.
grouped; in such cases, the number of points is
unrestricted provided the maximum operating 5.9.4 Motor control gear is to be suitable for the
current in the sub-circuit does not exceed 10 starting current and for the full load rated current of
amperes. the motor.
5.7.5 Lighting for machinery spaces, control

stations, work spaces, public spaces, corridors and

Page 19 of 50
Section 6
System Design - Protection
6.1 General 6.3.4 Every protective device or contactor not

intended for short circuit interruption is to be
6.1.1 All installations are to be protected against adequate for the maximum short-circuit current
accidental over-currents including short circuits. The which can occur at the point of installation having
choice, location and characteristics of the protective regard to the time required for the short circuit to be
device are to provide complete and coordinated removed.
protection to ensure:
6.3.5 In the absence of precise data of rotating
a) Elimination of the fault to reduce damage to the machines the following short-circuit currents at the
system and hazard of fire. machine terminals are to be assumed. The short
circuit current is to be the sum of short circuit
b) Continuity of service so as to maintain, through currents of generators and that of motors;
the discriminative action of the protective
devices, the supply to circuits not directly a) Direct current systems
affected by the fault.
i) Ten times full load current for generators
6.2 Protection against overload normally connected (including spare);
6.2.1 Protection against overloads may be provided ii) Six times full load current for motors
by circuit-breakers, automatic switches or fuses. The simultaneously in service;
tripping characteristics of these devices are to be
appropriate to the system, ensuring the protection of b) Alternating current systems.
cablings and electrical machinery against
overheating resulting from mechanical or electrical i) Ten times full load current for generators
overload. normally connected (including spare) -
symmetrical RMS,
6.2.2 Fuse of a type intended for short circuit
protection only (e.g. fuse links complying with IEC ii) Three times full load current for motors
269-1 of type a) are not to be used for overload simultaneously in service.
protection.
6.4 Combined circuit-breakers and fuses
6.3 Protection against short-circuit
6.4.1 The use of a circuit-breaker of breaking
6.3.1 Protection against short-circuit currents is to be capacity less than the prospective short-circuit
provided by circuit-breakers or fuses. current at the point of installation is permitted,
provided that it is preceded on the generator side by
6.3.2 The breaking capacity of every protective fuses, or by a circuit-breaker having at least the
device is to be not less than the maximum value of necessary breaking capacity. The generator breakers
the short-circuit current which can flow at the point are not to be used for this purpose.
of installation at the instant of contact separation.
6.4.2 Fused circuit-breakers with fuses connected to
6.3.3 The making capacity of every circuit-breaker the load side may be used where operation of the
or switch intended to be capable of being closed, if circuit-breaker and fuses is co-ordinated.
necessary, on short circuit, is to be not less than the
maximum value of the short-circuit current at the 6.4.3 The characteristics of the arrangement are to
point of installation. On alternating current this be such that:
maximum value corresponds to the peak value
allowing for maximum asymmetry. a) When the short-circuit current is broken, the
circuit-breaker on the load side is not to be
damaged and is to be capable of further service,

Chapter 13
b) When the circuit-breaker is closed on the short- characteristics, are to be such that the machines
circuit current, the remainder of the installation thermal withstand capability is not exceeded.
is not to be damaged. However, it is admissible
that the circuit-breaker on the load side may 6.6.5 Generator circuit breakers are normally to be
require servicing after the fault has been provided with under voltage release.
cleared.
6.7 Protection of essential services
6.5 Protection of circuits
6.7.1 Where generators are operated in parallel and
6.5.1 Short circuit protection is to be provided in essential services are electrically operated,
each live pole of a direct current system and in each arrangements are to be made to disconnect
phase of an alternating current system. automatically the excess non-essential load when the
generators are overloaded.
6.5.2 Protection against overloads is to be provided
as follows: 6.7.2 If required, this load shedding may be carried
out in one or more stages according to the overload
a) Two-wire direct current or single-phase ability of the generating sets, taking into
alternating current system - at least one line or consideration the relative importance of the loads
phase, being thus disconnected.
b) Insulated three-phase alternating current system 6.7.3 In cargo crafts, circuits for cargo refrigeration
- at least two phases, machinery are to be included in the last group of
services to be disconnected.
c) Earthed three-phase alternating current system -
all three phases. 6.8 Load management
6.6 Protection of generators 6.8.1 Arrangements are to be made to disconnect

automatically, after an appropriate time delay,
6.6.1 The protective gear required by 6.6.2 and 6.6.3 circuits of the categories noted below, when the
is to be provided as a minimum. generator(s) is/are overloaded; sufficient to ensure
the connected generating set(s) is/are not
6.6.2 Generators not arranged to run in parallel are overloaded:
to be provided with a circuit breaker arranged to
open simultaneously, in the event of short circuit, a) non-essential circuits;
overload or under voltage, all insulated poles. In the b) circuits feeding services for habitability see
case of generators rated at less than 50 kW, a 1.5.2;
multiple linked switch with a fuse, complying with c) in cargo ships, circuits for cargo refrigeration.
5.3.2, in each insulated pole will be acceptable.
6.8.2 If required, this load switching may be carried
6.6.3 Generators arranged to operate in parallel are out in one or more stages, in which case the non-
to be provided with a circuit breaker arranged to essential circuits are to be included in the first group
open simultaneously all insulated poles in the event to be disconnected.
of short circuit, overload or under voltage. This
circuit breaker is to be provided with reverse power 6.8.3 An alarm is to be provided to indicate when
protection with time delay, selected or set within the such switching has taken place.
limits of two per cent to 15 per cent of full load to a
value fixed in accordance with the characteristics of 6.8.4 Consideration is to be given to providing
the prime mover. A fall of 50 per cent in the applied means to inhibit automatically the starting of large
voltage is not to render the reverse power motors, or the connection of other large loads, until
mechanism inoperative, although it may alter the sufficient generating capacity is available to supply
amount of reverse power required to open the them.
breakers.
6.8.5 When the electric generating plant is fitted
6.6.4 The generator circuit breaker short circuit and with automatic or remote controls so that under
overload tripping arrangements, or fuse normal operating conditions it does not require any

Page 21 of 50
manual intervention by the operators, it is to be inadvertently be energized when disconnected from

provided with audible and visual alarms for: their source of supply.
Busbar voltage high or low; 6.11 Protection of lighting circuits

Busbar frequency low;
Operating of load switching; 6.11.1 Lighting circuits are to be provided with
Generator cooling air temperature high overload and short-circuit protection.
(closed air circuit machines only).
6.12 Protection of meters, pilot lamps, capacitors
6.9 Protection of feeder circuits and control circuits
6.9.1 Isolation and protection of each main 6.12.1 Protection is to be provided for voltmeters,
distribution circuit is to be ensured by a multi-pole voltage coils of measuring instruments, earth
circuit-breaker, multi-pole fused circuit-breakers or indicating devices and pilot lamps, together with
multi-pole switch and fuses. The provisions of 6.2, their connecting leads by means of protective
6.3 and 6.5 are to be complied with. The protective devices fitted to each insulated pole or phase.
devices are to allow excess current to pass during
the normal accelerating period of motors. Where 6.12.2 A pilot lamp installed as an integral part of
multi-pole switch and fuses are used, the fuses are another item of equipment need not be individually
generally to be installed between the busbars and the protected, provided it is fitted in the same enclosure.
switch. Where a fault in a pilot lamp would jeopardise the
supply to essential equipment such lamps are to be
6.9.2 Circuits which supply motors fitted with individually protected.
overload protection may be provided with short-
circuit protection only. 6.12.3 Where capacitors for suppression of radio
interference are fitted to busbars, generators or
6.9.3 Motors of rating exceeding 0.5 [kW] and all steering gear, fuses of appropriate size are to be
motors for essential services are to be protected connected in the capacitor circuit.
individually against overload and short-circuit. The
short-circuit protection can be provided by the same 6.13 Protection of batteries
protective device for the motor and its supply cable.
For essential motors which are duplicated, the 6.13.1 Accumulator batteries other than engine
overload protection may be replaced by an overload starting batteries are to be protected against short
alarm, if desired. circuit by devices, in each insulated pole, placed at a
position adjacent to the battery compartment.
6.9.4 For motors for intermittent service the current
setting and the delay are to be chosen in relation to 6.14 Protection of communication circuits
the load factor of the motor.
6.14.1 Communication circuits other than those
6.9.5 Where fuses are used to protect polyphase supplied from primary batteries are to be protected
motor circuits, means are to be provided to protect against overload and short-circuit.
the motor against unacceptable overloads in the case
of single phasing. 6.15 Protection against earth faults
6.10 Protection of power transformers 6.15.1 Every distribution system that has an
intentional connection to earth, by way of an
6.10.1 The primary circuits of power transformers impedance, is to be provided with a means to
are to be protected against short-circuit by circuit- continuously monitor and indicate the current
breakers or fuses. The rating of fuses or the setting flowing in the earth connection.
for overcurrent releases of circuit breakers is not to
exceed 125 per cent of rated primary current. 6.15.2 If the current in the earth connection exceeds
5A there is to be an alarm and the fault current is to
6.10.2 Where a transformer may be energized from be automatically interrupted or limited to a safe
its secondary side, there is to be a means of value.
automatic isolation so that primary windings cannot

Chapter 13
6.15.3 The rated short circuit capacity of any device 6.15.4 Insulated neutral systems with harmonic
used for interrupting earth fault currents is to be not distortion of the voltage waveform, which may
less than the prospective earth fault current at its result in earth fault currents exceeding the level
point of installation. given in 6.15.2 because of capacitive effects, are to
be provided with arrangements to isolate the faulty
circuit(s).
Section 7
Switch Gear and Control Gear Assemblies
7.1 Switchboards 7.1.2 Construction of switchboards
7.1.1 Location and installation 7.1.2.1 Switchboards are to have roof with degree of
protection IP 22 and are to be of dead front type.
7.1.1.1 Switchboards are to be installed in accessible
and well ventilated dry spaces free from flammable On systems with voltages above 500 V up to and
gases and acid fumes. including 1000 V, front and rear dead type
switchboards are to be used.
7.1.1.2 Switchboards are to be secured to a solid
foundation and protected against shocks and damage 7.1.2.2 All main and emergency switchboards are to
due to leaks and falling objects. They are to be self- be guarded by hand rails either made of hardwood or
supported, or be braced to the bulkhead or the deck insulated. Where access is provided behind a main
above. In case the latter method is used, the means switchboard, the handrails on the rear are to be
of bracing is to allow normal deflections of the deck horizontal, and so placed that one cannot
without buckling the control cell or assembly accidentally fall into the switchboard. Further,
structure. insulated mats or gratings are to be laid on the floor
of passage-ways in front of and to the rear of
7.1.1.3 Pipes should not be installed directly above switchboards. Instruments and handles or push
or in front of or behind switchboards. If such piping buttons for switchgear are to be placed on the front
is unavoidable, suitable protection is to be provided of the switchboard (except for isolating switches, if
in these positions. used). All other parts which require operation, are to
be accessible and so placed that the risk of
7.1.1.4 An adequate, unobstructed working space is accidental touching of current carrying parts, or
to be left in front of switchboards. At the rear, a accidental making of short-circuits and earthings, is
clearance of at least 0.6 m is to be maintained except reduced as far as practicable.
that this may be reduced to 0.5 m in way of
stiffeners or frames. If switchboards are enclosed at 7.1.2.3 Section boards (sub-switchboards) and
the rear and are fully serviceable from the front, distribution boards are to be enclosed unless they are
clearance at the rear will not be required unless installed in a cupboard or compartment to which
necessary for cooling. only authorised personnel have access, in which case
the cupboard may serve as an enclosure.
7.1.1.5 The main switchboard is to be so placed
relative to one main generating station that, as far as 7.1.2.4 Framework, panels and doors of
practicable, the integrity of the normal electrical switchboards are generally to be of steel or
supply may be affected only by a fire or other aluminium alloy, and are to be of rigid construction.
casualty in one space. An environmental enclosure
for main switchboard, such as may be provided by a 7.1.2.5 All parts of the main switchboard are to be
machinery control room situated within the main accessible for maintenance work.
boundaries of the space, is not to be considered as
separating the switchboards from the generators. 7.1.2.6 Equipment for each generator and for
different distribution systems are to be placed in
separate cubicles (panels) or are to be separated

Page 23 of 50
from each other by partitions clearly marked with conductor or an ammeter with a selector switch to
the actual voltages. enable measurement of current in each phase.
7.1.2.7 Doors, behind which equipment requiring 7.4.3 For paralleling of the generators, two
operation is placed, are to be hinged. Arrangement is voltmeters, two frequency meters and a
also to be provided to keep the hinged doors open. synchronising aid comprising either a synchroscope
and lamps, or an equivalent arrangement, are to be
7.1.2.8 Cable entrances are generally to be from provided. One voltmeter and one frequency meter
below or from the side. Cable entries from the top are to be connected permanently to the busbars, the
may be accepted provided watertight glands are other voltmeter and frequency meter are to be
used. provided with arrangements to enable the voltage
and frequency of any generator to be measured.
7.2 Marking and labels
7.5 Instrument scales
7.2.1 The identification of individual circuits and
their device is to be made on tables of durable 7.5.1 Main switchboard instruments are to be of
material. The ratings of fuses and setting of accuracy class 1.5 and other switchboard
protective devices are also to be indicated. Section instruments are to be of accuracy class 2.5.
board and distribution boards are to be marked with
the rated voltage. 7.5.2 The upper limit of the scale of every voltmeter
is to be approximately 120 per cent of the normal
7.3 Busbars voltage of the circuit, and the normal voltage is to be
clearly indicated.
7.3.1 Busbars and their connections are to be of
copper, all connections being so made as to prevent 7.5.3 The upper limit of the scale of every ammeter
deterioration of the joint by corrosion or oxidation. is to be approximately 130 per cent of the normal
rating of the circuit in which it is installed. Normal
7.3.2 The sizes of busbars and their connections are full load is to be clearly indicated.
to be calculated to ensure that their mean
temperature rise does not exceed by more than 45oC 7.5.4 Ammeters for use with direct current
from the ambient temperature, when running generators, and wattmeters for use with alternating
continuously at the normal rating. current generators, which may be operated in
parallel, are to be capable of indicating 15 per cent
7.3.3 Busbars, together with their connections and reverse-current or reverse-power respectively.
supports, are to be capable of withstanding, without
detrimental effect, the mechanical stresses which 7.5.5 The upper limit of the scale of every wattmeter
will arise during short-circuits. Further, provision is is to be approximately 130 per cent of the rated full
to be made to allow the busbars to expand without load of the circuit in which it is installed. Rated full
causing any abnormal stress on their supports. load is to be clearly indicated.
7.4 Instruments for alternating current 7.5.6 Frequency meters are to be capable of
generators indicating a variation in the frequency from minus 8
per cent to plus 8 per cent of the nominal frequency
7.4.1 For alternating current generators not arranged of the installation.
to run in parallel, each generator is to be provided
with at least one voltmeter, one frequency meter, 7.5.7 Instruments are to have effective screening, for
and one ammeter with an ammeter switch to enable example, by metal enclosures, in order to diminish
the current in each phase to be read or an ammeter in faulty readings caused by induction from adjacent
each phase. Generators above 50 kVA are to be current-carrying parts.
provided with a wattmeter.
7.6 Instrument transformers
7.4.2 For alternating current generators arranged to
run in parallel, each generator is to be provided with 7.6.1 The secondary windings of instrument
a wattmeter, and an ammeter in each phase transformers are to be earthed.

Chapter 13
7.7 Circuit-breakers
7.9.3 Switchboards, supplied from different voltage
7.7.1 Circuit-breakers are to comply with IEC supply circuits, are not to be placed in the same
Publication 947-1 and 947-2, "Low Voltage enclosure unless these are separated by partitions of
Distribution Switchgear" or an equivalent national flame retardant material.
standard, amended where necessary for ambient
temperature. 7.9.4 Switchboards, which are provided with two or
more supply circuits arranged for automatic standby
7.7.2 Test reports, based on the requirements of IEC connection, are to be provided with positive means
Publication 947-1 and 947-2 or an equivalent to show the circuit feeding the switchboard. Such
national standard, are to be submitted for approval switchboards are to be provided with warning notice
when required. that all the supply circuits are to be disconnected
before maintenance work is undertaken.
7.7.3 A circuit breakers are to be of the trip free type
and where applicable, be fitted with auto pumping 7.10 Protection
control.
7.10.1 For details of the electrical protection
7.8 Fuses required of switch gear and control gear. See Section
6.
7.8.1 Fuses are to comply with IEC Publication 269
"Low Voltage Fuse with High Breaking Capacity" 7.11 Testing
or an equivalent national standard, amended where
necessary for ambient temperature. 7.11.1 Switchgear and control gear assemblies with
supply voltage of 60 V and above are to be tested as
7.8.2 A report, giving details of test performance, follows:
fusing characteristics, temperature and insulation
tests and details of the specification to which the - High voltage test with 1000 V plus twice the
fuse has been tested is to be submitted for rated voltage with a minimum of 2000 V. The
consideration when required. test voltage is to be supplied for 1 minute at any
frequency between 25 and 100 Hz.
7.9 Distribution switchboards
- Insulation resistance measuring.
7.9.1 Large distribution switchboards are to be
constructed in accordance with 7.1. 7.11.2 Switchgear and control gear assemblies with
supply voltage less than 60 V are to be tested in
7.9.2 All parts which require operation in normal use accordance with 7.11.1 except that the test voltage is
are to be placed on the front or easily accessible to be 500 V.
from behind front doors.
7.11.3 Demonstration of the satisfactory operation of
When such parts are placed behind front doors, the protection circuits, control circuits and interlocks by
interior front is to comply with enclosure type IP 20, means of simulated functional tests.
except that fuses with accessible current-carrying
parts may be permitted, provided that the door is
lockable.

Page 25 of 50
Section 8
Rotating Machines
8.1 General requirements rise in 8.3 being exceeded. Other generators and
motors are to be rated in accordance with the duty
8.1.1 Rotating machines are to comply with the which they are to perform, and when tested under
relevant part of IEC Publication IEC 92, or an rated load conditions the temperature rise is not to
acceptable and relevant national standard, and the exceed the values in 8.3.
requirements of this Section.
8.3 Temperature rise
8.1.2 For all the rotating machines, manufacturer's
test certificate is to be provided (See also Sec.1.4). 8.3.1 The limits of temperature rise specified in
Table 8.3.1 are based on a cooling air temperature of
8.1.3 Shaft materials are to comply with the 45C and a cooling water temperature of 30oC.
applicable requirements of Part 2 of Rules and
Regulations for the Construction and Classification 8.3.2 If the temperature of the cooling medium is
of Steel Ships. known to exceed the value given in 8.3.1, the
permissible temperature rise is to be reduced by an
8.1.4 The rotating parts are to be so balanced that amount equal to the excess temperature of the
when running at any speed in the normal working cooling medium. These temperature rises are, if
range the vibration level does not exceed the levels necessary to be reduced to satisfy the requirements
specified in IEC 34. of flame-proof equipment.
8.1.5 The lubrication arrangement for bearings are to 8.3.3 If the temperature of the cooling medium is
be effective under all operating conditions including known to be permanently less than the value given
the maximum ship inclinations specified in Section in 8.3.1, the permissible temperature rise may be
1.9 and there are to be effective means to ensure that increased by an amount equal to the difference
lubricant does not reach the machine windings or between the declared temperature and that given in
other conductors and insulators. 8.3.1 upto a maximum of 15oC.
8.1.6 Steps are to be taken to prevent the ill effects 8.4 Generator control
of flow of currents circulating between the shaft and
bearings. 8.4.1 Each alternating current generator, unless of
the self-regulating type, is to be provided with
8.1.7 Where welding is proposed to be applied to automatic means of voltage regulation; voltage
shafts of machines for securing armature arms or build-up is not to require an external source of
spiders, stress relieving is to be carried out after power. Provision is to be made to safeguard the
welding. The proposal is to be submitted for scrutiny distribution system should there be a failure of the
and approval. voltage regulating system resulting in high voltage.
8.1.8 Alternating current machines are to be 8.4.2 The voltage regulation of any alternating
constructed such that, under any operating current generator with its regulating equipment is to
conditions, they are capable of withstanding the be such that at all loads, from zero to full load at
effects of sudden short circuit at their terminal rated power factor, the rated voltage is maintained
without damage. within 2.5 per cent under steady conditions. There is
to be provision at the voltage regulator to adjust the
8.2 Rating generator no load voltage.
8.2.1 Generators including their exciters, and 8.4.3 Generators, and their excitation systems, when
continuously rated motors are to be suitable for operating at rated speed and voltage on no-load are
continuous duty at their full rated output at to be capable of absorbing the suddenly switched,
maximum cooling air or water temperature for an balanced, current demand of the largest motor or
unlimited period, without the limits of temperature load at a power factor not greater than 0.4 with a

Chapter 13
transient voltage dip which does not exceed 15 per

cent of rated voltage. The voltage is to recover to 8.4.6 Generators required to run in parallel are to be
rated voltage within a time not exceeding 1.5 stable from no load [kW] up to the total combined
seconds. full load [kW] of the group, and load sharing is to be
such that the load on any generator does not
8.4.4 The transient voltage rise at the terminals of a normally differ from its proportionate share of the
generator is not to exceed 20 per cent of rated total load by more than 15 per cent of the rated
voltage when rated KVA at a power factor not output [kW] of the largest machine or 25 per cent of
greater than 0.8 is thrown off. the rated output [kW] of the individual machine,
whichever is less.
8.4.5 Generators and their voltage regulation system
are to be capable of maintaining without damage 8.4.7 When generators are operated in parallel, the
under steady state short circuit conditions a current kVA loads of the individual generating sets are not
of at least three times the full load rated current for a to differ from the proportionate share of the total
duration of at least two seconds or where precise kVA load by more than 5 per cent of the rated kVA
data is available for the duration of any longer time output of the largest machines.
delay which may be provided by a tripping device
for discrimination purposes.
Table 8.3.1 : Limits of temperature rise in oC

Method Temperature rise in oC
of Air-cooled machines Insulation Water-cooled machines
Item Part of machines measu- Class Insulation Class
rement
A E B A E B
of temp.
a.c. windings of turbine-type machines ETD or
1 (a) 50 60 70 70 80 90
having output of 5000 KVA or more R
a.c. windings of salient pole and of
induction machines having output of ETD or
(b) 50 60 70 70 80 90
5000 KVA or more, or having a core R
length of one metre or more
a.c. windings of machines smaller than R 50 65 70 70 85 90
2 (a)
in Item 1 T 40 55 60 60 75 80
Field windings of a.c. and d.c. R 50 65 70 70 85 90
(b) machines having d.c. excitation other
than those in Items 3 and 4 T 40 55 60 60 75 80
Windings of armatures having R 50 65 70 70 85 90
(c)
commutators T 40 55 60 60 75 80
Field windings of turbine-type
3 R - - 80 - - 100
machines having d.c. excitation
Low-resistance field windings of more
4 (a) than one layer and compensating T,R 50 65 70 70 85 90
windings
Single-layer windings with exposed
(b) T,R 55 70 80 75 90 100
bare surfaces
Permanently short-circuited insulated
5 T 50 65 70 70 85 90
windings
The temperature rise of these parts shall in no case reach such a value
Permanently short-circulated windings,
6 T that there is a risk of injury to any insulating or other material on
un-insulated
adjacent parts
The temperature rise of these parts shall in no case reach such a value
Iron core and other parts not in contact
7 - that there is a risk of injury to any insulating or other material on
with windings
adjacent parts
Iron core and other parts in contact with
8 T 50 65 70 70 85 90
windings
Commutators and slip-rings, open or
9 T 50 60 70 70 80 90
enclosed

Page 27 of 50
Notes:
1 T = Thermometer method
R = Resistance method
ETD = Embedded temperature detector
2 When the commutators, sliprings or bearings of machines provided with water coolers are not in the enclosed air circuit cooled by the
water cooler, but are cooled by the ambient cooling air, the permissible temperature-rise above the ambient cooling air should be the same
as for ventilated machines.
3 When Class F or Class H insulation is employed, the permitted temperature rises are respectively 20oC and 40oC higher than the values
given for Class B insulation.
4 Classes of insulation are to be in accordance with IEC Publication 85 (1984). Recommendations for the Classification of Material for the
Insulation of Electrical Machinery and Apparatus in relation to their thermal stability in service.
8.5 Overloads 8.6 Direct current machines
8.5.1 Machines are generally to be capable of 8.6.1 The final running position of brushgear is to be
withstanding, on test, without injury, the following clearly and permanently marked.
overload conditions :
8.6.2 Direct current machines are to work with fixed
a) Generators - an excess current of 50 per cent brush setting from no load to the momentary
for 15 seconds for D.C. machines and 2 minutes overload specified without injurious sparking.
for A.C. machines, after attaining the
temperature rise corresponding to rated load, the 8.7 Inspection and testing
terminal voltage being maintained as near the
rated value as possible. This requirement does 8.7.1 On all machines intended for essential
not apply to the overload torque capacity of the services, the following tests are to be carried out and
prime mover. a certificate furnished by the Manufacturer (see also
Sec.1). Any other relevant tests required by
b) Motors - At rated speed or in the case of a applicable national/international standards are also
range of speeds, at the highest and lowest to be carried out.
speeds, under gradual increase of torque, the
voltage and frequency being maintained as near a) For generators
to their rated value as possible, the appropriate
excess torque given below. Synchronous motors - Temperature rise test at full load
and synchronous induction motors are required - Overload test
to withstand the excess torque without falling - Overspeed test
out of synchronism and without adjustment of - High voltage test
the excitation current preset at the value - Insulation resistance test
corresponding to rated load. - Measurement of winding resistance
- Measurement of air gap (for generators
d.c. motors 50 per cent for 15 above 100 [kW])
seconds
polyphase a.c. 50 per cent for 15 Additionally for D.C. generators
synchronous motors seconds
polyphase a.c. 35 per cent for 15 - Measurement of voltage characteristics
synchronous induction seconds
motors Additionally for A.C. generators
polyphase a.c. 60 per cent for 15
induction motors seconds - Open circuit voltage characteristics
- Short circuit current characteristics
- Measurement of excitation current at rated
current, voltage and power factor
- Short circuit test (if required)

Chapter 13
b) For motors acceptable when made on only one of several

identical machines, manufactured and tested at the
- Temperature rise test at full load same time for delivery. The date of these tests and
- Overload test the serial number of the tested machine are to be
- Overspeed test inserted in the test certificate for the other machines.
- High voltage test
- Insulation resistance test 8.7.4 The high voltage test is to be carried out at
- Measurement of winding resistance 1000 plus twice the rated voltage with a minimum of
- Measurement of air gap (for motors above 2000 volts on new machines, preferably at the
100 [kW]) conclusion of the temperature rise test. The test is to
- Measurement of speed range, if variable be applied between the windings and the frame with
speed. the core connected to the frame and to any windings
or sections of windings not under test. Where both
Additionally for D.C. motors ends of each phase are brought out to accessible
separate terminals, each phase is to be tested
- Measurement of speed/load characteristics separately. The test is to be made with alternating
voltage at any convenient frequency between 25 and
Additionally for A.C. induction motors 100 Hz of approximately sine wave form. The test is
to be commenced at a voltage of not more than one
- Measurement of no-load current at rated voltage half of the full test voltage and is to be increased
and frequency progressively to full value, the time allowed for the
- Measurement of applied voltage by locked increase of the voltage from half to full value being
rotor, at rated current and frequency (locked not less than 10 seconds. The full test voltage is then
rotor test) to be maintained for one minute and then reduced to
one half full value before switching off.
Additionally for A.C. synchronous motors
8.7.5 When additional high voltage tests are required
- As per additional tests for a.c. generators. on a machine which has already passed its tests or
on machines after repair, the voltage of such further
8.7.2 For machines of less than 100 [kW] rating, tests is to be 75 per cent of the value given in 8.7.4.
type tests of temperature rise, overload and over
speed will be acceptable. The date of the type tests 8.7.6 An insulation resistance test is to be carried out
and the serial number of the type tested machine are immediately after the high voltage test. The
to be inserted in the manufacturers test certificate insulation resistance of a new, clean dry machine,
for each machine of the same type. immediately after the temperature rise test has been
carried out is to be at least 1 M.
8.7.3 For machines of 100 [kW] or more, tests of
temperature rise, overload and over speed will be
Section 9
Converter Equipment
9.1 Transformers 9.1.3 Transformers may be of the dry type,

encapsulated or liquid filled type.
9.1.1 The following requirements apply to
transformers of 5 kVA and above. 9.1.4 Transformers are to be placed in easily
accessible well ventilated spaces free from any
9.1.2 Transformers are to comply with the gaseous or acid fumes. They are to be clear of non-
requirements of IEC Publication 76 or an acceptable protected ignitable materials, and so arranged as to
and relevant national standard amended where be protected against shocks and any damage
necessary for ambient temperature. resulting from water, oil, liquid fuel, steam etc.

Page 29 of 50
9.1.5 The live parts of transformers are to be 90oC for Class F; and
provided with means of protection against accidental
contact. 110oC for Class H.
9.1.6 Transformers are to be double wound except b) For liquid filled transformers
those for motor starting.
50oC - where air provides cooling of the fluid;
9.1.7 Windings of air cooled transformers are to be
treated to efficiently resist moisture, sea air and oil 65oC - where water provides cooling of the
vapours. fluid.
9.1.8 Each transformer is to be provided with a 9.1.13 The tests given hereunder are to be carried
nameplate of corrosion-resistant metal giving out on all transformers at the manufacturer's works
information on make, type, serial number, insulation and a certificate of tests issued by the manufacturer.
class and any other technical data necessary for the
application of the transformer. a) High voltage test : The test voltage is to be
applied, preferably after the temperature rise
9.1.9 Liquid fillings for transformers are to be non- test, to each winding in turn, between the
toxic and of a type which does not readily support winding under test and the remaining windings,
combustion. Liquid filled transformers are to have a core, frame and tank or casing connected
pressure relief-device with an alarm and there is to together and to earth. The test is to be made
be a suitable means provided to contain any liquid with 1 kV a.c. plus twice the highest voltage
which may escape from the transformer. between lines with a minimum of 2.5 KV at any
frequency between 25 and 100 Hz and
9.1.10 When forced cooling is employed, whether maintained for 1 minute without failure.
air or liquid, there is to be monitoring of the cooling
medium and transformer winding temperature with b) When additional high voltage tests are carried
an alarm should these exceed preset limits. There are out and for transformers that have been
to be arrangements so that the load may be reduced rewound or subject to extensive repair, the test
to a level commensurate with the cooling available. voltage may be limited to a value which is 75
per cent of that stated in (a).
9.1.11 All transformers are to be constructed to
withstand, without damage, the thermal and c) Induced high voltage test : To test between
mechanical effects of a short-circuit at the terminals turns, coils and terminals, an a.c. voltage is to
of any winding for 2 seconds with rated primary be applied between the above parts
voltage and frequency without damage. This may be corresponding to twice the voltage appearing
required to be verified by type test or random test. between these parts when rated voltage is
applied to the terminals. The duration of the test
9.1.12 The temperature rise of windings of is to be 1 minute for any test frequency up to
transformers above the ambient temperatures given and including twice the rated frequency.
in Part 4, Chapter 1 of the Rules and Regulations
for the Construction and Classification of Steel d) Insulation resistance : The insulation
Ships, when measured by resistance, during resistance of each winding in turn to all the
continuous operation at the maximum rating, is not other windings, core, frame and tank or casing
to exceed : connected together and to earth is to be
measured after the high voltage test and
a) For dry type transformers, air cooled recorded together with the temperature of the
transformer at the time of the test.
50oC for Class A;
e) Temperature rise : One transformer of each
60oC for Class E; size and type is to be given a temperature rise
test. For transformers of rating 100 KVA and
70oC for Class B; above, it will be accepted that the temperature
rise test is made on one of several identical

Chapter 13
transformers manufactured and tested at the

same time. 9.2.6 Where forced cooling is used there is to be
temperature monitoring of the heated cooling
9.1.14 When a transformer is connected to a supply medium with an alarm and shutdown when the
system with harmonic distortion, the rating of the temperature exceeds a preset value.
transformer is to allow for the increased heating
effect of the harmonic loading. Special attention is 9.2.7 Cooling fluids are to be non-toxic and of low
to be given to transformers connected for the flammability.
purpose of reducing harmonic distortion.
9.2.8 Converter equipment is to be so arranged that
9.1.15 The following tests are to be carried out on all the semiconductor devices, fuses, control and firing
transformers at the manufacturers works and a circuit boards may be readily removed from the
certificate of tests issued by the manufacturer: equipment for repair or replacement.
a) measurement of winding resistances, voltage 9.2.9 Test and monitoring facilities are to be
ratio, impedance voltage, short circuit provided to permit identification of control circuit
impedance, insulation resistance, load loss, no faults and faulty components.
load loss and current;
b) dielectric tests; 9.2.10 Devices fitted for converter equipment
c) temperature rise test on one transformer of each protection are to ensure that, under fault conditions,
size and type. the protective action of circuit breakers, fuses or
control systems is such that there is no further
9.2 Semiconductor equipment damage to the converter or the installation.
9.2.1 The requirements of 9.2.2 to 9.2.16 apply to 9.2.11 Converter equipment, including any
semiconductor equipment rated for 5 [kW] upwards. associated transformers, reactors, capacitors and
filters, if provided, is to be so arranged that the
9.2.2 Semiconductor equipment is to comply with harmonic distortion, and voltage spikes, introduced
the requirements of IEC 146 : Semiconductor in to the ships electrical system are restricted to a
converters, or an acceptable and relevant national level necessary to ensure that it causes no
standard amended where necessary for ambient malfunction of equipment connected to the electrical
temperature (see 1.8) installation.
9.2.3 Semiconductor static power converter 9.2.12 Over-voltage spikes or oscillations caused by
equipment is to be rated for the required duty having commutation or other phenomena, are not to result
regard to peak loads, system transients and over in the supply voltage waveform deviating from the
voltage. superimposed equivalent sine wave by more than 10
percent of the maximum value of the equivalent sine
9.2.4 Converter equipment may be air or liquid wave.
cooled and is to be so arranged that it cannot remain
loaded unless effective cooling is maintained. 9.2.13 When converter equipment is operated in
Alternatively the load may be automatically reduced parallel, load sharing is to be such that under normal
to a level commensurate with the cooling available. operating conditions overloading of any unit does
not occur and the combination of parallel equipment
9.2.5 Liquid cooled converter equipment is to be is stable throughout the operating range.
provided with leakage alarms and there is to be a
suitable means provided to contain any liquid which 9.2.14 When converter equipment has parallel
may leak from the system. In order to ensure that it circuits there is to be provision to ensure that the
does not cause electric failure of the equipment. load is disturbed uniformly between the parallel
Where the semiconductors and other current paths.
carrying parts are in direct contact with the cooling
liquid, the liquid is to be monitored for satisfactory 9.2.15 Transformers, reactors, capacitors and other
resistivity and alarm initiated at the relevant control circuit devices associated with converter equipment
station should the resistivity be outside the agreed or associated filters are to be suitable for the
limits. distorted voltage and current waveforms to which

Page 31 of 50
they may be subjected and filter circuits are to be test voltage is to be 900 V; for system voltage
provided with facilities to ensure that their over 90 V the test voltage is to be twice the
capacitors are discharged before the circuits are system voltage plus 1000 V;
energized.
- functional tests;
9.2.16 Tests at the manufacturers works are to
include: - temperature rise test; and
- high voltage test for one minute applied - such other agreed tests as are necessary to
between terminals and earthed parts at a demonstrate the suitability of the equipment for
frequency between 25 100 Hz. For system its intended duty. Details of tests are to be
voltage upto 60 V the test voltage is to be 600 submitted for consideration when required.
V; for system voltage between 60 90 V the
Section 10
Electrical Cables
10.1 General 10.1.4 Electric cables complying with IEC

Publication 502 is to have stranded conductors.
10.1.1 The requirements of this Section are
applicable to fixed cables on permanent 10.1.5 Electric cables for non-fixed wiring
installations. For flexible cables, the requirements applications are to comply with an acceptable and
apply only as far as applicable. relevant standard.
10.1.2 Electric cables for fixed wiring are to be 10.1.6 For the purpose of this section pipes,
designed, manufactured and tested in accordance conduits, trending or any other system for the
with the relevant IEC Publication stated in Table additional mechanical protection of cables are
10.1.1 or an acceptable relevant standard. hereafter referred to under the generic name
protective casings.
Table 10.1.1 : Electric cables
10.2 Testing
Application IEC Publication
General constructional and 92-350 10.2.1 Routine tests are to include at least
testing requirements
Fixed power and control 92-353 measurement of electrical resistance of
circuits conductors;
Instrumentation
control and communication 92-375 high voltage test;
circuits up to 60 V
Control circuits up to 250 92-376 insulation resistance measurement.
V
Mineral insulated 702 Evidence of successful completion of routine tests is
to be provided by the manufacturer.
10.1.3 The use of flexible cables on permanent
installations is to be limited to applications where 10.2.2 Particular, special and type tests are to be
flexibility is necessary, and the lengths of such made, when required, in accordance with the
flexible cables are to be kept as short as practicable. requirements of relevant publication or national
Additional requirements may be specified for standard.
flexible cable, depending on the applications.

Chapter 13
10.3 Voltage rating 10.5 Construction
10.3.1 The rated voltage of any cable is not to be 10.5.1 Electric cables are to be at least of a flame-
lower than the nominal voltage of the circuit for retardant type. Compliance with IEC Publication
which it is used. Cables exposed to voltage surges 332-1: Tests on a single vertical insulated wire or
associated with highly inductive circuits, e.g. cable, will be acceptable.
contactor operating circuits for winches etc., are to
be given special consideration. 10.5.2 Exemption from the requirements of 10.5.1
for applications such as radio frequency or digital
10.3.2 Electric cables used in unearthed systems are communication systems, which require the use of
to be suitably rated to withstand the additional particular types of cable, will be subject to special
stresses imposed on the insulation due to an earth consideration.
fault.
10.5.3 Where electric cables are required to be of a
10.4 Operating temperature 'fire resistant type', they are in addition to comply
with the performance requirements of IEC
10.4.1 The maximum rated conductor temperature of Publication 331: Fire characteristics of electric
the insulating material for normal operation is to be cables.
at least 10oC higher than the maximum ambient
temperature liable to be produced in the space where 10.5.4 Where electric cables are installed in
the cable is installed. locations exposed to the weather, in damp and in wet
situations, in machinery compartments, refrigerated
10.4.2 The maximum rated conductor temperatures spaces or exposed to harmful vaporous including oil
for normal and short circuit operation, for the vapour they are to have the conductor insulating
insulating materials included within the publications materials enclosed in an impervious sheath of
referred to in 10.1.2 is not to exceed the values material appropriate to the expected ambient
stated in Table 10.4.2. conditions.
10.4.3 Electric cables constructed of an insulating 10.5.5 Electric cables where it is required that their
material not included in Table 10.4.2 are to be rated construction includes metallic sheaths, armouring or
in accordance with relevant standard chosen in braids are to be provided with an overall impervious
compliance with 10.1.2. sheath or other means to protect the metallic
elements against corrosion.
Table 10.4.2 : Insulating materials and maximum
rated conductor temperature 10.5.6 Where single core electric cables are used in
circuits rated in excess of 20 Amperes and are
Type of insulating Maximum rated armoured the armour is to be of a non-magnetic
compound conductor material.
temperature oC
Thermoplastics 10.5.7 Electric cables are to be constructed such that
Based upon polyvinyl they are capable of withstanding the mechanical and
chloride or co-polymer of thermal effects of the maximum short circuit current
60 which can flow in any part of the circuit in which
vinyl chloride and vinyl
acetate they are installed, taking into consideration not only
Based upon polyethylene 60 the time/current characteristics of the circuit
Elastometric or thermosettings protective device but also the peak value of the
Based upon ethylene prospective short circuit current. Where electric
propylene rubber or similar 85 cables are to be used in circuits with a maximum
(EPM or EPDM) short circuit current in excess of 70 kA, evidence is
Based upon chemically to be submitted for consideration when required
85 demonstrating that the cable construction can
crosslinked polyethylene
Based upon silicon rubber 95 withstand the effects of the short circuit current.
Mineral 95

Page 33 of 50
10.6 Conductor size 10.6.3 The cross sectional area of the conductor is to
be sufficient to ensure that at no point in the
10.6.1 The maximum continuous load carried by a installation will the voltage variation stated in 1.7 be
cable is not to exceed its current rating. The exceeded when the conductors are carrying the
diversity factor of the individual loads and the maximum current under normal conditions of
duration of the maximum demand may be allowed service.
for in estimating the maximum continuous load and
is to be shown on the plans submitted for approval. 10.6.4 The size of earth conductors is to comply
with 1.12.7.
10.6.2 The cross sectional area of the conductors is
to be sufficient to ensure that, under short circuit 10.6.5 The current rating given in Table 10.6.1 are
conditions, the maximum rated conductor based on the maximum operating conductor
temperature for short circuit operation is not temperature rise given in Table 10.4.2 where more
exceeded taking into account the time current precise evaluation of current rating has been carried
characteristics of the circuit protective device and out based on experimental or calculated data, details
the peak value of the prospective short circuit may be submitted for approval.
current.
Table 10.6.1 : Electric cable current ratings, normal operation, based on ambient 45oC
Continuous r.m.s. current rating, in amperes
Nominal
Thermoplastic, PVC, PE EP rubber and cross-linked PE Silicon rubber or mineral
cross
Single Single Single
section 2 core 3 or 4 core 2 core 3 or 4 core 2 core 3 or 4 core
core core core
0.75 6 5 4 13 11 9 17 14 12
1 8 7 6 16 14 11 20 17 14
1.25 10 8 7 18 15 13 23 19 16
1.5 12 10 8 20 17 14 24 20 17
2 13 11 9 25 21 17 31 26 21
2.5 17 14 12 28 24 20 32 27 22
3.5 21 18 14 35 30 24 39 33 27
4 22 19 15 38 32 27 42 36 29
5.5 27 23 19 46 39 32 52 44 36
6 29 25 20 48 41 34 55 47 39
8 35 30 24 59 50 41 66 56 46
10 40 34 28 67 57 47 75 64 53
14 49 42 34 83 71 58 94 80 66
16 54 46 38 90 77 63 100 85 70
22 66 56 46 110 93 77 124 105 87
25 71 60 50 120 102 84 135 115 95
30 80 68 56 135 115 94 151 128 106

35 87 74 61 145 123 102 165 140 116
38 92 78 64 155 132 108 175 149 122
50 105 89 74 185 153 126 200 175 140
60 123 104 86 205 174 143 233 198 163
70 135 115 95 225 191 158 255 217 179

80 147 125 103 245 208 171 278 236 195
95 165 140 116 275 234 193 310 264 217
100 169 144 118 285 242 199 320 272 224
120 190 162 133 320 272 224 360 306 252
125 194 165 134 325 280 230 368 313 258
150 220 187 154 365 310 256 410 349 287
185 250 213 175 415 353 291 470 400 329
200 260 221 182 440 375 305 494 420 346
240 290 247 203 490 417 343 570 485 400
300 335 285 235 560 476 392 660 560 460

Chapter 13
Table 10.7.2 : Correction factors
Insulation
Correction factor for ambient air temperature of oC
material
35 40 45 50 55 60 65 70 75 80 85
PVC
- - - - - - -
Polyethylene 1.29 1.15 1.00 0.82
EPR, XLPE 1.12 1.06 1.00 0.94 0.87 0.79 0.71 0.61 0.50 - -
Mineral,
Silicon rubber 1.10 1.05 1.00 0.95 0.89 0.84 0.77 0.71 0.63 0.55 0.45
10.6.6 The cross sectional area of conductors used in 10.8 Installation of electric cables
circuits supplying cyclic or non-continuous loads is
to be sufficient to ensure that the cables maximum 10.8.1 Cable runs are to be, as far as practicable,
rated conductor temperature for normal operation is straight and accessible and as high as possible above
not exceeded when the conductors are operating bilges.
under their normal conditions of service.
10.8.2 The installation of cables across expansion
10.7 Correction factors for current rating joints in any structure is to be avoided. Where such
installation is unavoidable, a loop of cable of length
10.7.1 Bunching of cables : Where more than six proportional to the expansion of the joint is to be
cables belonging to the same circuit are bunched provided. The internal radius of the loop is to be at
together a correction factor of 0.85 is to be applied. least twelve times the external diameter of the cable.
10.7.2 Ambient temperature : The current ratings 10.8.3 Where a duplicate supply is required and
in Table 10.6.1 are based on an ambient temperature provided for any particular service, the two cables
of 45oC. For other values of ambient temperature the are to follow different routes which are separated
correction factors shown in Table 10.7.2 are to be throughout their length as widely as is practicable, to
applied. minimise the probability of simultaneous damage to
the two circuits. The provision is also applicable to
10.7.3 Intermittent service : Where the load is control circuits.
intermittent, the correction factors in Table 10.7.3
may be applied for half hour and one hour ratings. In 10.8.4 Electric cables are to be as far as practicable
no case is a shorter rating than one half hour rating installed remote from sources of heat. Where
to be used, whatever the degree of intermittence. installation of cable near source of heat cannot be
avoided and where there is consequently a risk of
Table 10.7.3 : Correction factors for damage to the cables by heat suitable shields,
intermittent rating insulation or other precautions are to be installed.
Correc- Half-hour rating One-hour rating 10.8.5 Cables supplying essential or important
tion With Without With Without
factor consumers are generally not to be installed in rooms
metallic metallic metallic metallic
sheath sheath sheath sheath
where there is an excessive fire hazard such as paint
[mm2] [mm2] [mm2] [mm2] stores, galleys, etc. purifiers, welding-gas bottles etc.
1.00 Upto 20 Upto 75 Upto 67 Upto 230
1.10 21 40 76 125 68 170 231 400 10.8.6 Cables having insulating materials with
1.15 41 65 126 180 171 290 401 - 600 different maximum-rated conductor temperatures are
1.20 66 95 181 250 291 430 - not to be bunched together, or, where this is not
1.25 96 130 251 320 431 - 600 -
practicable, the cables are to be operated so that no
cable reaches temperature higher than that permitted
1.30 131 170 321 400 - -
for the lowest temperature-rated cable in the group.
1.35 171 220 401 500 - -
1.40 221 - 270 - - -

Page 35 of 50
10.8.7 Cables having a protective covering which use of suitably located fire stops. Alternative
may damage the covering of other cables are not to arrangements will be considered.
be bunched with those of other cables.
10.8.13 All metal coverings of electric cables are to
10.8.8 The minimum internal radius of cable bends, earthed in accordance with 1.12.
which are not subjected to movements by expansion
when installed, is to be generally in accordance with 10.9 Mechanical protection of cables
Table 10.8.1.
10.9.1 Cables exposed to risk of mechanical damage
are to be protected by metal channels or casing or
Table 10.8.1 : Minimum internal radii of bends in enclosed in steel conduit unless the protective
cables for fixed wiring covering (e.g. armour or sheath) is adequate to
withstand the possible damage.
Cable construction Min.
internal
Overall radius of 10.9.2 Cables, in spaces where there is exceptional
Outer diameter of bend (times risk of mechanical damage (e.g. on weather decks,
Insulation
covering cable overall in cargo hold areas and inside the cargo holds) and
diameter of also below the floor in engine and boiler rooms, are
cable)
Thermoplastic Metal Any 6D
to be suitably protected, even if armoured, unless the
and sheathed steel structure affords adequate protection.
electrometric Armoured
600/1000 V and braided 10.9.3 Metal casings for mechanical protection of
and below Other 25 [mm] 6D
finishes 6D
cables are to be efficiently protected against
> 25 [mm]
Mineral Hard metal Any 6D corrosion and effectively earthed in accordance with
sheathed 1.12.
Thermoplastic and elastometric above 600/1000 V
Single core Any Any 20D 10.9.4 Non metallic protective casings and fixings
Multi-core Any Any 15D
are to be flame retardant in accordance with the
requirements of IEC Publication 92-101.
10.8.9 Electric cables are not to be coated or painted
with materials which may adversely affect their 10.10 Securing of cables
sheath or their fire protection.
10.10.1 Cables, other than those attached to portable
10.8.10 Where electric cables are installed in appliances and those installed in pipes, conduits or
refrigerated spaces they are not to be covered with special casing are to be effectively supported and
thermal insulation but may be placed directly on the secured in a manner that prevents damage to their
face of the refrigeration chamber, provided that coverings.
precautions are taken to prevent the electric cables
being used as casual means of suspension. PVC 10.10.2 Supports and accessories are to be robust
insulated cables are not to be installed in refrigerated and are to be of corrosion-resistant material or
spaces. suitably corrosion inhibited before erection.
10.8.11 Cable runs are normally not to include 10.10.3 The distance between supports, for
joints. However, if a joint is necessary it is to be horizontal as well as vertical runs of cables, is to be
carried out with prior approval and with due chosen according to the type/size of cable, but
consideration to methods of splicing that retain the generally in accordance with Table 10.10.3.
original mechanical and electrical properties of the
cable and which ensure that all conductors are 10.10.4 When electric cables are fixed by means of
adequately secured, insulated and protected from clips or straps manufactured from a material other
atmospheric action. Terminals and busbars are to be than metal the material is to be flame retardant and
of dimensions adequate for the cable rating. the fixings are to be supplemented by suitable metal
clips or straps at regular intervals, each not
10.8.12 Where electric cables are installed in exceeding 2 [m].
bunches, provision is to be made to limit the
propagation of fire, which may be achieved by the

Chapter 13
10.10.5 Single core cables are to be firmly fixed, 10.12.3 The drawing in factor (ratio of the sum of
using supports of strength adequate to withstand the cross-sectional areas of the cables, based on their
forces corresponding to the values of the peak external diameter, to the internal cross section area
prospective short circuit current. of the pipe) is not to exceed 0.4.
10.12.4 Expansion joints are to be provided where

Table 10.10.3 : Distance between supports necessary.
External diameter of Non- Armoured 10.12.5 Cable pipes and conduits are to be
cable armoured cables adequately and effectively protected against
Exceeding Not cables corrosion. Where necessary, openings are to be
exceeding provided at the highest and lowest points to permit
mm mm mm mm air circulation and to prevent accumulation of water.
- 8 200 250
8 13 250 300 10.12.6 Cables used for cold cathode luminous
13 20 300 350 discharge lamps are not to be installed in metal
20 30 350 400 conduit unless protected by metal sheath or screen.
30 - 400 450
10.13 Single core electric cables for alternating
10.11 Penetration of bulkheads and decks by current
cables
10.13.1 When installed in protective casings, electric
10.11.1 Where electric cables pass through cables belonging to the same circuit are to be
watertight, fire insulated or gas tight bulkheads, the installed in the same casing, unless the casing is of
arrangements are to be such as to ensure the non-magnetic material.
integrity of the bulkhead or deck is not impaired.
The arrangements chosen are to ensure that the 10.13.2 Cable clips are to include electric cables of
cables are not adversely affected. all phases of a circuit unless the clips are of non-
magnetic material.
10.11.2 Where cables pass through non-watertight
bulkheads or structural steel, the holes are to be 10.13.3 Single-core cables of the same circuit are to
bushed with suitable material. If the steel is at least 6 be in contact with one another, as far as possible. In
mm thick, adequately rounded edges may be any event the distance between adjacent electric
accepted as the equivalent of bushing. cables is not to be greater than one cable diameter.
10.11.3 Electric cables passing through decks are to 10.13.4 If single-core cables of current rating greater
be protected by deck tubes or ducts. than 250 A are installed near a steel bulkhead, the
clearance between the cables and the bulkhead is to
10.11.4 Where cables pass through thermal be at least 50 mm unless the cables belonging to the
insulation they are to do so at right angles, in tubes same a.c. circuit are installed in trefoil formation.
sealed at both ends.
10.13.5 Magnetic material is not to be used between
10.12 Installation of electric cables in protective single core cables of a group. Where cables pass
casings through steel plates, all the conductors of the same
circuit are to pass through a plate or gland, so made
10.12.1 Installation of cables in pipes and conduits is that there is no magnetic material between the cables
to be carried out in such a manner that there is no and the clearance between the cables and the
damage to the cable covering. magnetic material is not to be less than 75 mm,
unless the cables belonging to the same a.c. circuit
10.12.2 The internal radius of bend of protective are installed in trefoil formation.
casings are to be not less than that required for
largest cable installed therein (See 10.8.8).

Page 37 of 50
10.14 Cable ends 10.14.2 Cables having hygroscopic insulation (e.g.

mineral insulated) are to have their ends sealed
10.14.1 The ends of all conductors of cross-sectional against ingress of moisture.
area greater than 4 [mm2] are to be fitted with
soldering sockets, compression type sockets or 10.14.3 Cable socket and connecting terminals are to
mechanical clamps. Corrosive fluxes are not to be be of such a design and dimension that maximum
used. current likely to flow through them will not produce
heat which would damage the insulation.
Section 11
Batteries
11.1 General 11.3.4 Where more than one charging device is

installed for any battery or group of batteries in one
11.1.1 The requirements of this section apply to location, the total power output is to be used to
permanently installed secondary batteries of the determine the installation requirements of 11.3.1,
vented and valve regulated sealed type. 11.3.2 or 11.3.3.
11.1.2 A vented battery is one in which the 11.3.5 Where lead-acid and nickel-cadmium
electrolyte can be replaced and which freely releases batteries are installed in the same compartment
gas during periods of charge and overcharge. precautions are to be taken, such as the provision of
screens, to prevent possible contamination of
11.1.3 A valve regulated sealed battery minimises electrolytes.
the quantity of gas released through a pressure relief
valve by recombining the products of electrolysis. 11.3.6 Where batteries may be exposed to the risk of
The electrolyte cannot be replaced. mechanical damage or falling objects they are to be
suitably protected.
11.2 Construction
11.3.7 Batteries installed in crew and passenger
11.2.1 Batteries are to be constructed so as to cabins together with their associated corridors, are to
prevent spilling of the electrolyte due to motion and be of the hermetically sealed type.
to minimise the emission of elecrolyte spray.
11.3.8 A permanent notice prohibiting smoking and
11.3 Location the use of naked lights or equipment, capable of
creating a source of ignition, is to be prominently
11.3.1 Vented batteries connected to a charging displayed adjacent to the entrances of all
device with a power output of more than 2 kW are to compartments containing batteries.
be housed in an adequately ventilated compartment
assigned to batteries only, or may be installed in a 11.4 Installation
suitable box on open deck.
11.4.1 Batteries are to be arranged such that each
11.3.2 Vented batteries connected to a charging cell or crate of cells is accessible from the top and at
device with a power output within the range 0.2 kW least one side.
to 2 kW are to be installed in accordance with
11.3.1, or may be installed in a box within a well 11.4.2 Where cells are carried on metal stands, non-
ventilated machinery or similar space. absorbent insulation appropriate to the working
voltage is to be provided between the cells and
11.3.3 Vented batteries connected to a charging stands and similar insulation fitted to prevent any
device with a power output of less than 0.2 kW may movement arising from the ships motion. Metal
be installed in an open position or in a battery box in stands are to be insulated from the structure where
any suitable space. the battery has a nominal working voltage exceeding
110 volts.

Chapter 13
11.5.6 Fan motors associated with exhaust ducts

11.4.3 Where acid is used as the electrolyte for from battery compartments are to be placed external
vented type batteries, a tray of acid resisting material to the ducts and the compartments.
is to be provided below the cells, unless the deck
below is similarly protected. Alkaline batteries are to 11.5.7 Ventilating fans for battery compartments are
be provided with equivalent arrangements for to be so constructed and be of material such as to
containing any escape or spillage of electrolyte. minimise risk of sparking in the event of the
impeller touching the casing. Non-metallic impellers
11.4.4 The interiors of all compartments for vented are to be of an anti-static material.
batteries including crates, trays, boxes, shelves and
other structural parts therein are to be of a corrosion 11.5.8 Battery boxes are to be provided with
resistant material and if necessary covered with a sufficient ventilation openings located so as to avoid
suitable paint or lining material. accumulation of flammable gas whilst preventing
the entrance of rain or spray.
11.5 Ventilation
11.6 Charging facilities
11.5.1 Battery compartments and boxes are to be
ventilated to avoid accumulation of dangerous 11.6.1 Charging facilities are to be provided for all
concentrations of flammable gas. The ventilation secondary batteries such that they may be
openings are to be of a non-closeable type and a completely charged from the completely discharged
permanent notice is to be prominently displayed state in a reasonable time having regard to the
adjacent to them, stating: service requirements.
THIS VENTILATOR OPENING IS NOT TO BE 11.6.2 Suitable means, including an ammeter and a
CLOSED OR BLOCKED AT ANY TIME voltmeter, are to be provided for controlling and
EXPLOSIVE GAS. monitoring charging of batteries and to protect them
against discharge into the charging circuits.
11.5.2 Natural ventilation may be employed where
the number of air changes necessary are small, 11.6.3 For floating circuits or any other conditions
provided ducts can be run directly from the top of where the load is connected to the battery whilst it is
the compartment to the open air above, with no part on charge, the maximum battery voltage is not to
of the duct more than 45o from the vertical. exceed the safe value for any connected apparatus.
11.5.3 Where natural ventilation is impracticable or 11.6.4 Where valve regulated sealed batteries are
insufficient, mechanical ventilation is to be installed, a device independent of the normal
provided, with the air inlet located near the floor and charging arrangements is to be provided to prevent
the exhaust at the top of the compartment. gas evolution in excess of the manufacturers design
quantity.
11.5.4 Mechanical exhaust ventilation is to be
provided for vented type battery installations 11.6.5 Boost charge facilities, where provided, are to
connected to a charging device with a total be arranged such that they are automatically
maximum power output of more than 2 kW. disconnected should the battery compartment
ventilation system fail.
11.5.5 The ventilation system for battery
compartment and boxes other than boxes located on 11.6.6 Means are to be provided to minimise the risk
open deck or in spaces to which 11.3.2 and 11.3.3 of overcharging or overheating the batteries.
refer, is to be separate from other ventilation
systems. The exhaust ducting is to be led to a 11.7 Electrical equipment
location in the open air, where any gases can be
safely diluted, away from possible sources of 11.7.1 Only electrical equipment necessary for
ignition and openings into spaces where gases may operational reasons and for the provision of lighting
accumulate. is to be installed in compartments provided in
compliance with 11.3.1. Such electrical equipment is
to be certified for group IIC gases and temperature
Class T1 in accordance with IEC Publication 79:

Page 39 of 50
Electrical apparatus for explosive gas atmospheres, 11.8 Cables

or an acceptable and relevant National Standard.
11.8.1 Where it is impracticable to provide electrical
11.7.2 Standard marine or industrial electrical protective devices for certain cables supplied from
equipment may be installed in compartments batteries, e.g. within battery compartments and in
containing valve-regulated sealed batteries provided engine starting circuits, unprotected cable runs are to
that the ventilation requirements of 11.5 and the be kept as short as possible and special precautions
charging requirements of 11.6.4 and 11.6.5 are should be taken to minimize risk of faults, e.g. use
complied with. of single core cables with additional sleeve over the
insulation of each core, with shrouded terminals.
Section 12
Equipment Heating, Lighting and Accessories
12.1 Heating and cooking equipment 12.4 Fluorescent lighting
12.1.1 The construction of heaters is to give a degree 12.4.1 Fluorescent lamps and lampholders are to be
of protection according to IEC Publication 529: in accordance with Table 12.2.1.
Degrees of protection provided by enclosures (IP
Code), or an acceptable and relevant National 12.4.2 Fittings, reactors, capacitors and other
Standard, suitable for the intended location. auxiliaries are not to be mounted on surfaces which
are subject to high temperatures. If mounted
12.1.2 Heating elements are to be suitably guarded. separately they are additionally to be enclosed in an
earthed conductive casing.
12.1.3 Heating and cooking equipment is to be
installed such that adjacent bulkheads and decks are 12.4.3 Where capacitors of 0.5 microfarads and
not subjected to excessive heating. above are installed, means are to be provided to
promptly discharge the capacitors on disconnection
12.2 Lighting General of the supply
12.2.1 Lampholders are to be constructed of flame

retarding non-hydroscopic materials. Table 12.2.1 : Lamps and lampholders
12.2.2 Lighting fittings are to be so arranged as to Maximum lamp rating Maximum

prevent temperature rises which overheat or damage Designatio lamp-
surrounding materials. They must not impair the n Voltage, V Power, W holder
integrity of fire divisions. current, A
Screw cap lamps
12.3 Incandescent lighting E40 250 3000 16
E27 250 200 4
12.3.1 Tungsten filament lamps and lampholders are E14 250 15 2
to be in accordance with Table 12.2.1. E10 24 - 2
Bayonet cap lamps
12.3.2 Lampholders of type E40 are to be provided B22 250 200 4
with a means of locking the lamp in the lampholder. B15d 250 15 2
B15s 55 15 2
Tubular fluorescent lamps
G13 250 80 -
G5 250 13 -

Chapter 13
12.5 Discharge lighting

12.6.3 Where it is necessary to earth the non-current
12.5.1 Discharge lamps operating in excess of 250 V carrying parts of portable or transportable
are only acceptable as fixed fittings. Warning equipment, an effective means of earthing is to be
notices calling attention to the voltage are to be provided at the socket outlet.
permanently displayed at points of access to the
lamps and where otherwise necessary. 12.6.4 On weather decks, galleys, laundries,
machinery spaces and all wet situations socket
12.6 Socket outlets and plugs outlets and plugs are to be effectively shielded
against rain and spray and are to be provided with
12.6.1 The temperature rise on the five parts of means of maintaining this quality after removal of
socket outlet and plugs is not to exceed 30oC. Socket the plug.
outlets and plugs are to be so constructed that they
cannot be readily short-circuited whether the plug is 12.7 Enclosures
in or out, and so that a pin of the plug cannot be
made to earth either pole of the socket outlet. 12.7.1 Enclosures for the containing and mounting
of electrical accessories are to be of metal,
12.6.2 All socket outlets of current rating 16 A or effectively protected against corrosion, or of flame-
more are to be provided with a switch and be retardant insulating materials.
interlocked such that the plug cannot be inserted or
withdrawn when the switch is in the on position.
Section 13
Electrical Equipment for Use in Explosive Atmospheres
13.1 General 13.1.2 Where cables are installed in hazardous areas,

precautions are to be taken against risks being
13.1.1 Electrical equipment is not to be installed in introduced in the event of an electrical fault.
areas where an explosive atmosphere may be
present, except where necessary for operational 13.1.3 For craft with spaces for carrying vehicles
and/or safety purposes, when the equipment is to be with fuel in their tanks for their own propulsion, the
of a certified safe type as listed below and details of following requirements are also applicable:
the equipment and installation are to be submitted
for approval. The construction and type testing is to a) electrical equipment fitted within a height of 45
be in accordance with IEC Publication 79: Electrical cm above the vehicle deck, or any platform on
equipment for explosive gas atmospheres or an which vehicles are carried, or within the exhaust
acceptable and relevant National Standard. ventilation trunking for the space, is to be of a
safe type;
Intrinsically safe - Ex i
Increased safety - Ex e b) electrical equipment situated elsewhere within
Flameproof - Ex d the space is to have an enclosure of ingress
Pressurized enclosure - Ex p protection rating of at lest IP55, if not of a safe
Powder filled - Ex q type. (See IEC Publication 529: Classification
Encapsulated - Ex m of Degrees of Protection provided by
enclosures). Smoke and gas detector heads are
exempt from this requirement.

Page 41 of 50
Section 14
Navigation and Manoeuvring Systems
14.1 Steering systems 14.2 Thruster systems for manoeuvring
14.1.1 The requirements of 14.1.2 to 14.1.7 are to be 14.2.1 Where a tunnel or athwartship thruster is
read in conjunction with those in Chapter 8. fitted solely for the purpose of manoeuvring and is
electrically driven, its starting and operation is not to
14.1.2 Two exclusive circuits, fed from the main cause the loss of any essential services.
source of electrical power and each having adequate
capacity to supply all the motors which may be 14.2.2 In order to ensure that the thruster system is
connected to it simultaneously are to be provided for not tripped inadvertently whilst manoeuvring the
each electric or electro-hydraulic steering unit craft, overload protection in the form of an alarm is
arrangement consisting of one or more electric to be provided for the electric motor and any
motors. One of these circuits may pass through the associated supply converters, in lieu of tripping.
emergency switchboard.
14.2.3 The thruster electric motor is not to be
14.1.3 The main and auxiliary steering unit motors disconnected as part of a load management
are to be capable of being started from a position on switching operation.
the navigating bridge and also arranged to restart
automatically when power is restored after a power 14.3 Navigation lights
failure.
14.3.1 Navigation lights are to be connected
14.1.4 The motor of an associated auxiliary electric separately to a distribution board reserved for this
or electro-hydraulic power unit may be connected to purpose only, and connected directly or through
one of the circuits supplying the main steering unit. transformers to the emergency switchboard. The
distribution board is to be accessible to the officer of
14.1.5 Only short circuit protection is to be provided the watch.
for each main and auxiliary steering unit motor
circuit. 14.3.2 Each navigation light is to be controlled and
protected in each insulated pole by a switch and fuse
14.1.6 In craft of less than 1600 gross tonnage, if an or circuit-breaker mounted on the distribution board.
auxiliary steering unit is not electrically powered or
is powered by an electric motor primarily intended 14.3.3 Each navigation light is to be provided with
for other services, the main steering unit may be fed an automatic indicator giving audible and/or visual
by one circuit from the main switchboard. indication of failure of the light. If an audible device
Consideration would be given to other protective alone is fitted, it is to be connected to an
arrangements other than described in 14.1.5 for such independent source of supply, e.g. a battery, with
a motor primarily intended for other services. means provided to test this supply. If a visual signal
is used connected in series with the navigation light,
14.1.7 Each main and auxiliary steering unit electric means are to be provided to prevent extinction of the
control system which is to be operated from the navigation light due to failure of the signal. The
navigating bridge is to be served with electric power requirements of this paragraph do not apply to pilot
by a separate circuit supplied from the associated boats, fishing boats and similar small vessels.
steering gear power circuit, from a point within the
steering unit compartment, or directly from the same 14.3.4 Provision is to be made on the navigating
section and switchboard busbars, main or bridge for the navigation lights to be transferred to
emergency, to which the associated steering unit an alternative circuit led from the main source of
power circuit is connected. Each separate circuit is electrical power.
to be provided with short circuit protection only.
14.3.5 Any statutory requirements of the country of
registration are to be complied with and may be
accepted as an alternative to the above.

Chapter 13
turn is dependent upon a continuous supply of

14.4 Navigational aids electrical power, the supply arrangements are to
comply with 5.2.3.
14.4.1 Navigational aids as required by statutory
regulations are to be fed from the emergency source 14.5.2 Where such systems are not dependent upon
of electrical power. (See Section 3). the continuous availability of electrical power, but
one or more alternative systems not dependent upon
14.5 Stabilization the electrical supply are installed, a single circuit
may be provided, with the protection and alarms
14.5.1 Where the stabilization of a craft is required by 5.2.3.
essentially dependent upon a single device which in
Section 15
Fire Safety Systems
15.1 Fire detection and alarm systems 15.2.2 For passenger crafts, electrically driven sea-
water pumps for automatic sprinkler systems are to
15.1.1 This section is to be read in conjunction with be served by not less than two circuits reserved
the requirements given in Chapter 10. solely for this purpose, one fed from the main source
of electrical power and one from the emergency
15.1.2 A loop circuit of an addressable fire detection source of electrical power. Such feeders are to be
system, capable of interrogating from either end of connected to an automatic change-over switch
the loop any detector served by the circuit, may situated near the sprinkler pump and the switch is to
comprise more than one section of detectors. Such be normally closed to the feeder from the main
sections are to be separated by devices which will source of electrical power. The switches on the main
ensure that if a short circuit occurs anywhere in the and emergency switchboards are to be clearly
loop only the attached section of detectors will be labeled and normally kept closed.
isolated from the control panel. No section of
detectors between these devices is in general to 15.2.3 The automatic alarm and detection system is
include more than 50 detectors. to be fed by exclusive feeders from two sources of
electrical power, one of which is to be an emergency
15.1.3 A loop circuit of an addressable fire detection source, with automatic changer-over facilities
system is not to be situated in more than one main located in, or adjacent to, the main alarm and
vertical zone, nor is a loop circuit which covers a detection panel.
control station, a service space or an accommodation
space to include a machinery space. 15.3 Fire pumps
15.1.4 The wiring for each section of detectors in an 15.3.1 When the emergency fire pump is electrically
addressable fire detector system is to be separated as driven, the power is to be supplied by a source other
widely as practicable from that of all other sections than that supplying the main fire pumps. This source
on the same loop. is to be located outside the machinery spaces
containing the main fire pumps and their source of
15.2 Automatic sprinkler system power and drive units.
15.2.1 Any electrically driven power pump, 15.3.2 The cables to the emergency fire pumps are
provided solely for the purpose of continuing not to pass through the machinery spaces containing
automatically the discharge of water from the the main fire pumps and their source of power and
sprinklers, is to be brought into action automatically drive units. The cables are to be of a fire resistant
by the pressure drop in the system before the type where they pass through other high fire risk
standing fresh water charge in the pressure tank is areas.
completely exhausted.

Page 43 of 50
15.4 Refrigerated liquid carbon dioxide systems supplies to and the circuits of, the fire safety stop
systems are to be continuously monitored and an
15.4.1 Where there are electrically driven alarm initiated in the event of a fault and the cables
refrigeration units for carbon dioxide fire- are to be of a fire resistant type. See 10.5.3.
extinguishing systems, one unit is to be supplied by
the main source of electrical power and the other 15.6 Fire doors
unit from the emergency source of electrical power.
Exclusive circuits are to be used for the two units. 15.6.1 The electrical power required for the control,
indication and alarm circuits of fire doors is to be
15.4.2 Each electrically driven carbon dioxide supplied from the emergency source of electrical
refrigerating unit is to be arranged for automatic power as required by Section 3. In passenger craft an
operation in the event of loss of the alternative unit. alternative supply fed from the main source of
electrical power, with automatic change-over
15.5 Fire safety stops facilities, is to be provided at the central control
station.
15.5.1 Means of stopping all ventilating fans are to
be provided, outside the spaces being served, at 15.6.2 The control and indication systems for the
positions which will not readily be cut off in the fire doors are to be designed on the fail-safe
event of a fire. The provisions for machinery spaces principle with the release system having a manual
are to be independent of those for other spaces. reset.
15.5.2 Machines driving forced and induced draught 15.7 Fire dampers
fans, independently driven pumps delivering oil to
main propulsion machinery for bearing lubrication 15.7.1 The electrical power required for the control
and piston cooling, oil fuel transfer pumps, oil fuel and indication circuits of fire dampers is to be
unit pumps, cargo oil pumps and other similar fuel supplied from the emergency source of electrical
pumps are to be fitted with remote controls situated power.
outside the space concerned so that they may be
stopped in the event of fire arising in the space in 15.7.2 The control and indication systems for the
which they are located. fire dampers are to be designed on the fail-safe
principle with the release system having a manual
15.5.3 In passenger crafts all power ventilation reset.
systems, except cargo and machinery space
ventilation, which is to be in accordance with 15.5.2 15.8 Fire extinguishing media release alarms
are to be fitted with master controls so that all fans
may be stopped, in the event of fire, from either of 15.8.1 Where it is required that alarms be provided
two separate positions which are to be situated as far to warn of the release of a fire extinguishing
apart as is practicable. medium and these are electrically operated, they are
to be fed by exclusive circuits from two sources, one
15.5.4 Means of cutting off power to the galley, in of which is to be an emergency source. Automatic
the event of a fire, are to be provided outside the change over facilities are to be provided between the
galley exits, at positions, which will not readily be two services together with indication, located in or
rendered inaccessible by such a fire. adjacent to the operation panel, to show that the
supply to the alarms is healthy.
15.5.5 Fire safety stop systems are to be designed on
the fail-safe principle or alternatively the power

Chapter 13
Section 16
Crew and Passenger Emergency Safety Systems
16.1 Emergency lighting

16.2.2 The alarm system is to be fed by exclusive
16.1.1 For the purpose of this section emergency circuits, one from the main source of electrical
lighting, transitional emergency lighting and power and one from an emergency source of
supplementary emergency lighting are hereafter electrical power with automatic change-over
referred to under the generic name 'emergency facilities located in, or adjacent to the main alarm
lighting'. signal distribution panel.
16.1.2 Emergency lighting is to be arranged so that a 16.2.3 The alarm system is to be audible throughout
fire or other casualty in the spaces containing the all the accommodation and normal crew working
emergency source of electrical power, associated spaces with all doors and accesses closed and is to
transforming equipment and the emergency lighting have a sound pressure level, in the 1/3-octave band
switchboard does not render the main lighting above the fundamental, of not less than 75dB(A) and
system inoperative. at least 10 dB(A) above normal ambient noise
levels, with the ship underway in moderate weather,
16.1.3 The level of illumination provided by the when measured at the sleeping positions in the
emergency lighting is to be adequate to permit safe cabins and one metre from the source. An audible
evacuation in an emergency, having regard to the alarm level of 120 dB(A) is not to be exceeded in
possible presence of smoke. any space.
16.1.4 The exit(s) from every main compartment 16.2.4 With the exception of bells, the alarm is to
occupied by passengers or crew is to be have a signal frequency between 200 Hz and 2.5
continuously illuminated by an emergency lighting kHz.
fitting.
16.2.5 Where the special alarm fitted to summon the
16.1.5 Switches are not to be installed in the final crew from the navigation bridge, of fire control
sub-circuits to emergency light fittings unless the station, forms part of the ship's general alarm
light fittings are serving normally unmanned spaces, system, it is to be capable of being sounded
i.e. storage-rooms, cold rooms, etc. Where switches independently of the alarm to the passenger spaces.
are fitted they are to be accessible only to ships crew
with provision made to ensure that the emergency 16.2.6 The system is to be capable of operation from
lighting is energised when such spaces are manned. at least the navigating bridge and at a position
adjacent to the alarm signal distribution panel. After
16.1.6 Where emergency lighting fittings are being bought into operation the alarm is to continue
connected to dimmers, provision is to be made, upon to function until it is manually turned off or is
the loss of the main lighting, to automatically restore temporarily interrupted by a message on the public
them to their normal level of illumination. address system. The access points for such messages
are to be restricted to the navigating bridge and other
16.1.7 Fittings are to be specially marked to indicate strategic positions.
that they form part of the emergency lighting
system. 16.3 Public address system
16.2 General emergency alarm system 16.3.1 Public address systems are to comply with
requirements of this Section.
16.2.1 An electrically operated bell or klaxon or
other equivalent warning system installed in addition 16.3.2 Where the public address system forms part
to the ship's whistle or siren, for sounding the of the internal communication equipment required in
general emergency alarm signal is to comply with an emergency it is to be fed by exclusive circuits,
the requirement of this Section. one from the main source of electrical power and

Page 45 of 50
one from an emergency source of electrical power

with automatic change-over facilities located 16.3.5 Amplifiers and loudspeakers are to be
adjacent to the public address system. selected and arranged to prevent feedback and other
interference.
16.3.3 Amplifiers are to be continuously rated for
the maximum power that they are required to deliver 16.3.6 Where the public address system does not
into the system for audio and, where alarms are to be form part of the internal communication equipment
sounded through the public address system, for tone required in an emergency, provision is to be made,
signals. at a position adjacent to the emergency system
control panel, to silence the public address system.
16.3.4 Loudspeakers are to be continuously rated for
their proportionate share of amplifier output.
Section 17
Craft Safety Systems
17.1 Watertight doors

17.1.5 Electrical power, control, indication and
17.1.1 The electrical power required for power- alarm circuits are to be protected against fault in
operated sliding watertight doors is to be separate such a way that a failure in one door circuit will not
from any other power circuit and supplied from the cause a failure in any other door circuit. Short
emergency switchboard either directly or by a circuits or other faults in the alarm or indicator
dedicated distribution board situated above the circuits of a door are not to result in a loss of power
bulkhead deck. The associated control, indication operation of the door. Arrangements are to be such
and alarm circuits are to be supplied from the that leakage of water into the electrical equipment
emergency switchboard either directly or by a located below the bulkhead deck will not cause the
dedicated distribution board situated above the door to open.
bulkhead deck and be capable of being
automatically supplied by the transitional source of 17.1.6 The enclosures of electrical components
emergency electrical power, provided as per Section necessarily situated below the bulkhead deck are to
3, in the event of failure of either the main or provide suitable protection against the ingress of
emergency source of electrical power. water with ratings as defined in IEC Publication 529
or an acceptable and relevant national standard, as
17.1.2 Where the source for opening and closing the follows :
watertight doors have electric motors, unless an
independent temporary source of stored energy is a) Electrical motors, associated circuits and control
provided, the electric motors are to be capable of components, protected to IPX7 standard.
being automatically supplied from the transitional b) Door position indicators and associated circuit
source of emergency electrical power provided as components protected to IPX8 standard, where
per Section 3. the water pressure testing of the enclosures is to
be based on the pressure that may occur at the
17.1.3 A single electrical failure in the power location of the component during flooding for a
operating or control system of power-operated period of 36 hours.
sliding watertight doors is not to result in a closed c) Door movement warning signals, protected to
door opening or prevent the hand operation of any IPX6 standard.
door.
17.1.7 Watertight door electrical controls including
17.1.4 Availability of the power supply is to be their electric cables are to be kept as close as is
continuously monitored at a point in the electrical practicable to the bulkhead in which the doors are
circuit adjacent to the door operating equipment. fitted and so arranged that the likelihood of them
Loss of any such power supply is to activate an being involved in any damage which the ship may
audible and visual alarm at the central operating sustain is minimized.
console at the navigating bridge.

Chapter 13
17.1.8 An audible alarm, distinct from any other 17.2.2 Where such doors and appliances are to be
alarm in the area, is to sound whenever the door is operated at sea, the requirements of 17.1 are to be
closed remotely by power and sound for at least five complied with as far as is practicable.
seconds but no more than ten seconds before the
door begins to move and is to continue sounding 17.2.3 The electrical power supply for the indicator
until the door is completely closed. The audible system is to be independent of any electrical power
alarm is to be supplemented by an intermittent visual supply for operating and securing the doors.
signal at the door in passenger areas and areas where
the noise level exceeds 85 dB(A). 17.3 Lightning conductors
17.1.9 A central operating console is to be fitted on 17.3.1 In wood and composite vessels fitted with
the navigating bridge and is to be provided with a wooden masts, the lightning conductors are to be
'master-mode' switch having : composed of continuous copper tape and/or rope,
having a cross sectional area not less than 100 mm2
a) a 'local control' mode for normal use which is to which are to be reveted with copper rivets or
allow any door to be locally opened and locally fastened with copper clamps to a suitable copper
closed after use without automatic closure, and; spike not less than 13 mm in diameter, projecting at
least 150 mm above the top of the mast. Where tape
b) a 'doors closed' mode for emergency use which is is used the lower end of the tape is to terminate at
to allow any door that is opened to be automatically the point at which the shrouds leave the mast, and is
closed whilst still permitting any doors to be locally to be securely clamped to a copper rope of not less
opened but with automatic reclosure upon release of than 13 mm diameter. This copper rope is to be lead
the local control mechanism. down the shrouds and is to be securely clamped to a
copper plate not less than 0.2 m2 in area, fixed well
17.1.10 The 'master mode' switch is to be arranged below the light waterline and attached to the ships
to be normally in the 'local control' mode position; side in such a manner that it is to be immersed under
be clearly marked as to its emergency function. all conditions of heel.
17.1.11 The central operating console at the 17.3.2 In wood and composite vessels fitted with
navigating bridge is to be provided with a diagram steel masts, each mast is to be connected to a copper
showing the location of each door, with visual plate in accordance with 17.3.1, the copper rope
indicators to show whether each door is open or being securely attached to and in good electrical
closed. A red light is to indicate a door is fully open contact with the mast at or above the point at which
and a green light, a door fully closed. When the door the shrouds leave the mast.
is closed remotely a red light is to indicate the
intermediate position by flashing. The indicating 17.3.3 In steel vessels fitted with wooden masts, the
circuit is to be independent of the control circuit for lightning conductors are to be composed of copper
each door. tape or rope terminating in a spike, as set forth in
17.3.1. At the lower end this copper tape or rope is
17.1.12 The arrangements are to be such that it is not to be securely clamped to the nearest metal forming
possible to remotely open any door from the central part of the hull of the ship.
operating console.
17.3.4 Lightning conductors are to be run as straight
17.2 Shell doors, loading doors and other closing as possible and sharp bends in the conductors are to
appliances be avoided. All clamps used are to be of brass or
copper, preferably of the serrated contact type and
17.2.1 Where it is required that indicators be efficiently locked. No connection is to be dependent
provided for shell doors, loading doors and other on a soldered joint.
closing appliances, which are intended to ensure the
watertight integrity of the crafts structure in which 17.3.5 The resistance of the lightning conductor,
they are located, the indicator system is to be measured between the mast head and the position on
designed on the fail-safe principle. The system is to the earth plate or hull to which the lightning
indicate if any of the doors or closing appliances are conductor is earthed, is not to exceed 0.02 ohms.
open or are not fully closed or secured.

Page 47 of 50
Section 18
Small Crafts Not Required to Comply With HSC Notation
18.1 General requirements diagrams and a general arrangement plan of the

vessel showing location and cable routes of:
18.1.1 The requirements of this section are
applicable to the electrical installations in non HSC a) fire detection, alarm and extinction systems;
small craft as defined in 1.1.1 where the voltage of b) internal communication and alarm systems.
supply does not exceed 440 volts ac or dc.
18.3 Survey
18.1.2 The electrical installations for propulsion and
auxiliary service where the voltage of supply 18.3.1 The installation is to be inspected and tested
exceeds 440 volts are to be constructed and installed by the Surveyors, in accordance with the
in accordance with Sections 1 to 17. requirements of section 19, as appropriate, and is to
be to their satisfaction.
18.1.3 Alternative arrangements will be given
special consideration. 18.4 Addition or alterations
18.2 Plans 18.4.1 The requirements for addition or alteration as

given in Section 1.15 are to be complied with.
18.2.1 The following plans and details for electrical
installation are to be submitted in triplicate for 18.5 Location and construction of equipment
approval.
18.5.1 Electrical equipment is to be accessibly
18.2.2 Single line diagram of main power and placed, clear of flammable material in well
lighting systems which is to include: ventilated, adequately lighted spaces, in which
flammable gases cannot accumulate and where it is
a) rating of machines; transformers; batteries and not exposed to risk of mechanical damage or
semi-conductor converters; damage from water, steam or oil. Where necessarily
b) all feeders connected to the main switchboard; exposed to such risks, the equipment is to be
c) section boards and distribution boards; suitably constructed or enclosed. Equipment is to be
d) insulation type, size and current loadings of accessible for maintenance.
cables;
e) make, type and rating of circuit breakers and 18.5.2 Insulating materials and insulated windings
fuses. are to be flame retardant and resistant to tracking,
moisture, sea air and oil vapour unless special
18.2.3 Simplified diagrams of generator circuits and precautions are taken to protect them.
feeder-circuits showing:
18.5.3 Securing arrangements used in connection
a) protective devices; with current carrying parts are to be effectively
b) instrumentation and control devices; locked.
c) preference tripping;
d) earth fault indication/protection. 18.5.4 The operation of all electrical equipment is to
be satisfactory under such conditions of vibrations,
18.2.4 Calculations of prospective short circuit movements and shock as may arise in normal
current of main busbars and secondary side of practice.
transformers. (Additionally load schedule is to be
submitted for information.) 18.5.5 The design and installation of electrical
equipment is to be such that the risk of fire due to its
18.2.5 Details of electrically operated personnel failure is minimised. It is, as a minimum, to comply
safety systems which are to include single line with a National or International Standard revised
where necessary for ambient conditions. Equipment

Chapter 13
is to be tested at the manufacturers works and a 18.8.3 Protection for battery circuits is to be
certificate of tests issued by the manufacturer. provided at a position external and adjacent to the
battery compartments; batteries used solely for
18.6 Systems of distribution engine starting may be provided with only a means
of isolation.
18.6.1 The requirement of generation and
distribution as given in Section 5.1.1 are to be 18.8.4 Short circuit and overload protection together
complied with. with a means of isolation is to be provided in each
non-earthed outgoing circuit of the main
18.6.2 The arrangement of the sources of electrical switchboard and each distribution board.
power, generators or batteries, is to be such that a
casualty in any one space does not result in loss of 18.8.5 Each final sub-circuit is to be provided with
electrical power to circuits serving any safety, short circuit protection and a means of isolation in
essential lighting or communication equipment. In each non-earthed line.
non-passenger type service craft any batteries
provided for this duty are to be rated for at least 12 18.8.6 Lighting circuits are to be supplied by circuits
hours and in patrol and pilot craft the batteries are to separate from those for power.
be rated for five hour.
18.8.7 Control circuits for engine monitoring and
18.6.3 A device(s) is to be installed for every other services are to be provided with short circuit
insulated distribution system, whether primary or protection.
secondary, for power, heating and lighting circuits to
continuously monitor the insulation level to earth. 18.8.8 Protective devices are not to be fitted in any
earthed line of a distribution system.
18.7 Earthing
18.8.9 Circuit breakers and fuses are to have a
18.7.1 The requirements for earthing as given in certified fault rating adequate for the installation and
Section 1.11.1 and 1.11.2 are to be complied with. are to comply with a National or International
Standard.
18.7.2 With wood and other non metallic hull
constructions earthing connections are to be made to 18.9 Quality of power supplies
the general frame, engine, bed plate and earthing
plate. Earthing connections are not to be made to 18.9.1 Unless specified otherwise electrical
hull sheathing, skin, fittings or plumbing. equipment, other than that supplied by battery
systems, is to operate satisfactorily with the
18.8 Protection following simultaneous variations, from their
nominal value, when measured at the consumer
18.8.1 Installations are to be protected against over- input terminals:
currents including short circuits. The tripping/fault
clearance times of protective devices are to provide a) Voltage:
complete and co-ordinated protection to ensure: Permanent variations + 6%, -10%
Transient recovery +20%, -15%
a) availability of services not affected by the faulty Recovery time 1.5 seconds.
circuit;
b) elimination of the fault to reduce damage to the b) Frequency:
system and hazard of fire. Permanent variations 5% transient
Variation 10%
18.8.2 Short circuit protection and a means of Recovery time 5 seconds.
complete isolation is to be provided for each source
of power. 18.9.2 Generator voltage regulators and engine
governors are to be such as to ensure that the above
supply variations are not exceeded.

Page 49 of 50
18.10 Generators the circuits serving safety, essential lighting and

communications equipment then an alternative
18.10.1 For crafts with service type notation Cargo source of electrical power of five hour duration is to
or Supply, number and rating of generators is to be be provided for these services.
in accordance with 18.10.2 to 18.10.4.
18.11 Cables
18.10.2 The number and rating of electrical
generators are to be sufficient to provide for normal 18.11.1 Cables and cable installations are to be in
seagoing loads even when one generator is out of accordance with the requirements of Section 10.
action.
18.12 Batteries
18.10.3 If generators are intended to operate in
parallel there is to be appropriate protection and 18.12.1 Batteries and battery installations are to be
synchronising equipment. in accordance with the requirements of Section 11.
18.10.4 The generator(s) are to be sufficient to 18.13 Lightning conductors

supply the normal loads.
18.13.1 If fitted, lightning conductors are to comply
18.10.5 If with one generator out of action the with the requirements of 17.3.
remaining generator(s) is not capable of supplying
Section 19
Trials
19.1 General 19.2.3 Internal communication circuits : Circuits

operating at 55 V and above are to have an
19.1.1 Before a new installation, or any alteration or insulation resistance between conductors and
addition to an existing installation, is put into service between each conductor and earth of at least 1 M.
the tests and trials specified in this section are to be Circuits operating at less than 55V are to have an
carried out. These tests and trials are intended to insulation resistance of at least 0.33 M.
demonstrate the general condition of the installation
at the time of completion. They are in addition to 19.2.4 Switchboards, section boards and distribution
any acceptance tests which may have been carried boards : The insulation resistance is to be at least 1
out at the manufacturers works. M when measured between each busbar and earth
and between busbars. This test may be made with all
19.2 Insulation resistance measurement circuit-breakers and switches open, all fuse links for
pilot lamps, earth fault-indicating lamps, voltmeters,
19.2.1 Insulation resistance is to be measured using etc., removed and voltage coils temporarily
a self-contained instrument such as a direct reading disconnected, where otherwise damage may result.
ohm-meter of the generator type applying a voltage
of at least 500 V. Where a circuit incorporates 19.2.5 Generators and motors : The insulation
capacitors of more than 2F total capacitance, a resistance of generators and motors, in normal
constant-voltage type instrument is to be used to working condition and with all parts in place, is to
ensure accurate test readings. be measured and recorded. The test should be
carried out with the machine hot, if possible. The
19.2.2 Power and light circuits : The insulation insulation resistance of generator and motor cables,
resistance between all insulated poles and earth and field windings and control gear is to be at least 1
where practicable, between poles, is to be at least 1 M.
M. The installation may be subdivided and
appliances may be disconnected if initial tests
produce results less than this figure.

Chapter 13
19.3 Earth continuity

19.4.2 For alternating current and direct current
19.3.1 Tests are to be made to verify that all earth generators, satisfactory parallel operation and [kW]
continuity conductors are effective and that the load sharing of all generators capable of being
bonding and earthing of metallic conduit and/or operated in parallel at all loads upto normal working
sheathing of cables is effective. load. For alternating current generators satisfactory
parallel operation and kVA load sharing of all
19.4 Performance generators capable of being operated in parallel at all
loads upto normal working load.
19.4.1 It is to be established that the provisions of
the Rules have been complied with respect to the 19.4.3 All essential motors and other important
following: equipment are to be operated under service
conditions, though not necessarily at full load or
- Temperatures of joints, connections, circuit- simultaneously, for a sufficient length of time to
breakers and fuses. demonstrate that they are satisfactory.
- The operation of engine governors, 19.4.4 Normal and emergency lighting, heating and
synchronising aids and devices, overspeed trips, various appliances (galley, pantry etc.) and
reverse-current, reverse-power, over-current and corresponding electrical circuits are to be tested, as
under-voltage trips and other safety devices. far as practicable, under normal working conditions.
- Satisfactory commutation, excitation and 19.4.5 Operation of the emergency source of power
performance of each generator throughout a run is to be checked. The working of any apparatus
at full rated load. intended to be fed by this source is to be checked as
well as automatic change-over switches.
- Voltage regulation of every generator when full
rated load is suddenly thrown off.
End Of Chapter

Page 1 of 10
Chapter 14
Remote Control and Safety Systems
Contents
Section
1 General
2 System Arrangements
3 Directional Control System
4 Stabilization Systems
5 Requirements for Craft with LC or HSLC Notation
6 Tests and Trials
Section 1
General
1.1 Scope 1.2.4 Directional control system For the purpose
of this chapter, a directional control system includes
1.1.1 The requirements of this chapter apply to any steering device or devices, any mechanical
control and monitoring of: linkages and all power or manual devices, controls
and actuating systems.
Propulsion;
Directional control Directional control may be achieved by means of air
Stabilization systems or water rudders, foils, flaps, steerable propellers or
Auxiliary systems jets, yaw control ports or side thrusters, differential
propulsive thrust, variable geometry of the craft or
including remote control to ensure safe operation of its lift system components or by a combination of
the craft from the control station(s), in the operating these devices.
compartment (and/or other control stations) in all
sailing conditions, including manoeuvring, berthing 1.2.5 Stabilization system is a system intended to
and for unattended machinery spaces. stabilize the main parameters of the crafts attitude;
heel, trim, course and height and control the crafts
1.2 Definitions motions; roll, pitch, yaw and heave. This term
excludes devices not associated with the safe
1.2.1 Remote control system - comprise all operation of the craft, e.g. motion reduction or ride
equipment necessary to operate units from a control control systems.
position where the operator cannot directly observe
the effect of his actions. The main elements of a stabilization control system
may include the following:
1.2.2 Backup control system comprise all
equipment necessary to maintain control of essential a) Devices such as rudders, foils, flaps, skirts,
functions required for the crafts safe operation fans, water jets, tilting and steerable propellers;
when the main control systems have failed or pumps for moving fluids;
malfunctioned.
b) Power drives actuating stabilization devices;
1.2.3 Local control system comprise all and
equipment necessary to operate units from a control
position in or close to the machinery space. c) Stabilization equipment for accumulating and
processing data for making decisions and giving

Chapter 14
Page 2 of 10 Remote Control and Safety Systems
commands such as sensors, logic processors and devices, control cabinets and interconnection
automatic safety control. lines between the components;
b) wiring and piping diagrams including details of
Self-stabilization of the craft is stabilization their material and connecting units;
ensured solely by the crafts inherent characteristics. c) plans and specification showing the working
principles of the system with comprehensive
Forced stabilization of the craft is stabilization description;
achieved by: d) list of instruments stating name of
manufacturers, types, working ranges, set points
An automatic control system; or and application with regard to their
A manually assisted control system; or environmental conditions;
A combined system incorporating elements of e) plans of control and monitoring panels with
both automatic and manually assisted control details on their instrumentation and control
systems. devices;
f) list of operating values of machinery and limits
Augmented stabilization is a combination of self- for alarm and safety action threshold;
stabilization and forced stabilization. g) diagrams of electric and non-electric power
supply;
Stabilization device means a device as enumerated h) system analysis of programmable electronic
in 1.2.5(a) with the aid of which forces for systems including hardware configuration,
controlling the crafts position are generated. algorithms and on special request data
structure and storage allocations. FMEA
Automatic safety control is a logic unit for documentation as required in Annexure 3 of the
processing data and making decisions to put the craft Rules, where manual intervention for averting
into the displacement or other safe mode if a of a danger is not possible;
condition impairing safety arises. i) testing programmes of the equipment in the
manufacturers works and on dock and sea trial.
1.3 Plans and particulars
1.4 Failure mode and effect analysis
1.3.1 Plans and specifications for the control
systems, are to be submitted in triplicate, for A failure mode and effect analysis is to include
approval giving at least the following in formation: machinery systems and their associated controls the
stabilization system and the directional control
a) layout diagrams showing the location of system.
individual components, input and output
Section 2
System Arrangements
2.1 System design operating compartment, the transfer of control is to

be only effected from the station which takes charge
2.1.1 The machinery installation is to be suitable for of control. Two-way voice communication is to be
operation as in an unmanned machinery space (refer provided between all stations from which control
to part E of Chapter II-1 of the SOLAS Convention) functions may be exercised and between each such
including automatic fire detection system, bilge station and the look-out position.
alarm system, remote machinery instrumentation
and alarm system. Where the space is continuously 2.1.3 For category B craft and cargo craft, remote
manned, this requirement may be varied subject to control systems for propulsion machinery and
approval of Administration. directional control are to be equipped with back-up
systems controllable from the operating
2.1.2 Where control of propulsion or manoeuvring is compartment. For cargo craft, instead of a back-up
provided at stations adjacent to but outside the system described above, a back-up system

Page 3 of 10
controllable from an engine control space such as an imminent closing of watertight doors, flooding
engine control room outside the operating of compartment.
compartment is acceptable.
2.2.4 Alarms with a visual display distinct from that
2.1.4 Category B craft is to be provided with at least of alarms referred to in 2.2.2 are to indicate
two independent means of propulsion so that the conditions requiring action to prevent degradation to
failure of one engine or its support systems would an unsafe condition. These should be provided for at
not cause the failure of the other engine or engine least the following:
systems and with additional machinery controls in or
close to the machinery space (local control system). exceeding the limiting value of any craft,
machinery or system parameter other than
2.1.5 The systems are to be arranged to ensure engine overspeed;
maintenance of the main functions and safety failure of normal power supply to powered
systems of the craft, including propulsion and directional or trim control devices;
control, fire detection, alarms and extinguishing abnormal operation of any automatic bilge
capability of unaffected spaces, after fire in any one pump;
compartment on board. detection of bilge water in each watertight
compartment below the design waterline;
2.2 Alarm system failure of compass system;
low level of a fuel tank contents;
2.2.1 Alarm systems are to be provided which
fuel oil tank overflow;
announce at the crafts control position, by visual
audible means, malfunction or unsafe conditions. extinction of side, masthead or stern navigation
Alarms should be maintained until they are accepted lights;
and the visual indications of individual alarms low level of contents of any fluid reservoir the
should remain until the failure has been corrected, contents of which are essential for normal craft
when the alarm should automatically reset to the operation;
normal operating condition. If an alarm has been failure of any connected electrical power
accepted and a second fault occurs before the first is source;
rectified, the audible and visual alarms should failure of any ventilation fan installed for
operate again. Alarm systems should incorporate a ventilating spaces in which inflammable
test facility. vapours may accumulate;
diesel engine fuel line failure as required by
2.2.2 Alarms giving indication of conditions Chapter 12, Section 3, Clause 3.1.4.2.2.
requiring immediate action are to be distinctive and
in full view of crew members in the operating 2.2.5 Alarms referred above are to be monitored as
compartment and are to be provided for the listed in the Table 2.2.5.
following:
2.2.6 All warnings required by 2.2.2 and 2.2.3 are to
activation of a fire detection system; be provided at all stations at which control functions
total loss of normal electrical supply; are exercised.
overspeed of main engines;
thermal run-away of any permanently installed 2.2.7 The alarm system is to meet appropriate
nickel cadmium battery. constructional and operational requirements of the
alarms.
2.2.3 In addition to the alarms mentioned under
2.2.2 the following alarms giving indication that is 2.2.8 Equipment monitoring the passenger, cargo
distinctive and in full view of crew members in the and machinery spaces for fire and flooding should,
operating compartment, are to be provided: so far as is practicable, form an integrated sub-centre
incorporating monitoring and activation controls for
all emergency situations. This sub-centre may
fire (alarm to summon the crew);
require feed-back instrumentation to indicate that
general emergency alarm (alarm to summon
actions initiated have been fully implemented.
crew and passengers to muster stations);
fire-extinguishing medium imminent release;

Chapter 14
2.2.9 Any unattended space for which bilge

pumping arrangements are required is to be provided Propulsion gas turbines
with a bilge alarm.
Parameter Alarm Remark
Table 2.2.5 : Propulsion diesel engines level
Lubricating oil pressure Low
Parameter Alarm Remark Lubricating oil
level High
temperature
Lubricating oil pressure Low Differential pressure
Lubricating oil across lubricating oil High
High
temperature inlet filter
Differential pressure Bearing temperature High
across lubricating oil High Exhaust gas
filter High
temperature outlet
Pressure or flow of Vibrations High
Low
cooling water Axial displacement High
Temperature of cooling Combustion / ignition Failure
High
water outlet Hydraulic service oil
Level in cooling water Low
Low pressure
expansion tank Safety system Failure
Deviation or each If cylinder
cylinder from average power
High
of exhaust gas above 130 Transmission, shaft gears
temperature or kw
Exhaust gas Parameter Alarm Remark
Low +
temperature of each level
High
cylinder Lubricating oil, pressure
Exhaust gas If cylinders Low
to gears
temperature after each not Lubricating oil
High
cylinder monitored temperature of gears High
individually with sliding bearings
Pressure of fuel oil to If supplied Servo oil pressure of
engine Low by electrical Low
gears and transmissions
pumps Thrust bearing
Temperature of fuel oil Low + If heated High
temperature
to engine High Stern tube temperature High
Pressure of control air Low
Pressure of starting air Low
Safety system failure Auxiliary boilers
Main diesel generator sets Parameter Alarm Remark

Parameter Alarm Remark level
level Water level Low
Lubricating oil pressure Low Steam pressure Low +
Pressure or flow of High
Low
cooling water Burner operation Shut down
Temperature of cooling Safety system Failure
High
water outlet
Starting power capacity Low
Voltage Low
Frequency Low
Overspeed Tripped
Safety system failure

Page 5 of 10
2.3 Emergency controls 2.4 Safety systems
2.3.1 In all craft, the station or stations in the 2.4.1 Automatic shut down of propulsion and
operating compartment from which control of craft auxiliary machinery.
manoeuvring and/or of its main machinery is
exercised are to be provided, within easy reach of 2.4.1.1 Safety devices are to not cause complete
the crew member at that station, with controls for engine shut-down without prior warning, except in
use in an emergency to: cases where there is a risk of complete breakdown or
explosion. Such safety devices should be capable of
activate fixed fire-extinguishing systems; being tested.
close ventilation openings and stop ventilating 2.4.1.2 Where arrangements are fitted for overriding
machinery supplying air to spaces covered by any automatic shutdown system for the main
fixed fire extinguishing systems, if not propulsion machinery in accordance with Chapter
incorporated above; 12, Section 3, Clause 3.1.5.4 and Tables 3.1.4.1 and
3.1.4.2 they should be such as to preclude
shut off fuel oil supplies to machinery in main inadvertent operation. When a shut down system is
and auxiliary machinery spaces; activated, an audible and visual alarm is to be given
at the control station and means are to be provided to
disconnect all electrical power sources from the override the automatic shutdown except in cases
normal power distribution system (the operating where there is a risk of complete breakdown or
control should be guarded to reduce the risk of explosion.
inadvertent or careless operation); and
2.4.1.3 After restoration of normal conditions
stop main engine(s) and auxiliary machinery. following a shutdown, resetting of the safety system
is to be possible at the crafts operating station and
2.3.2 Unless it is considered impracticable a single at other positions, from which the control can be
failure of the emergency controls is not to have an exercised.
inadvertent effect on the system which it serves. In
case of such a failure an alarm is to be given in the 2.4.1.4 Safety systems are to be designed as far as
crafts operating compartment. practicable to be independent of the alarm and
control system and their power supply, such that a
The stopping device for main engine(s) is to be failure or malfunction in these systems will not
independent from the remote control system at the prevent the safety system from operating. Safety
crafts operating station. systems including their power supply should be
separate for each propulsion unit.
2.3.3 In all crafts where the control of propulsion
and manoeuvring is provided at stations outside the 2.4.1.5 Electrical circuits of safety systems for
operating compartment, such stations are to have propulsion machinery and essential systems, which
direct communication with the operating in case of their failure have sudden effect on the
compartment. The operating compartment should be availability of the propulsion and directional control
a continuously manned control station. of the craft shall be such, that a single failure in the
system does not result, as far as practicable, in a loss
2.3.4 In addition, for category B craft control of of propulsion and directional control. The electrical
propulsion and manoeuvring as well as emergency circuits of safety systems for other machinery, which
functions referred to in 2.3.1 shall be provided at have no sudden effect on the availability of the
one or more stations outside the operating propulsion and steering, may be designed as suitable
compartment. Such stations shall have direct for their purpose for the most effective protection of
communication with the operating compartment the machinery.
which shall be a continuously manned control
station. 2.4.1.6 The power for the safety system is to be
supplied from the main source of electrical power.
Provisions are to be made for supplying power
uninterrupted to the safety system for at least 15
minutes following a failure of the ships main source

Chapter 14
of electrical power. The electric and pneumatic detrimental mechanical or thermal overloads in the
supplies are to be monitored machinery.
2.5 Standby systems 2.7.4 When control systems are provided with
means to adjust their sensitivity or set point, the
2.5.1 Where stand-by units are required, they are to arrangements are to be such that the final settings
start-up automatically: can be readily identified.
on failure of operational units; 2.7.5 Control systems are to be designed to fail

safe. The characteristics of the fail safe operation
to preserve stored energy resources (e.g. are to be evaluated on the basis not only of the
compressed air); control system and its associated machinery, but also
the complete installation.
following restoration of the power supply after
an interruption to service due to a failure of the 2.7.6 Failure of any power supply to a control
ships main source of electric power; system is to operate an audible and visual alarm.
on operational demand, if auxiliary machinery 2.7.7 Where machinery is fitted with automatic or
is operated in staggered service. remote controls so that under normal operating
conditions it does not require any manual
2.5.2 The threshold for activation of the standby intervention by the operators, it is to be provided
system is to be such, that normal operation is with the alarms and safety arrangements required by
restored before the safety system is activated. the appropriate chapter(s). Alternative arrangements
which provide equivalent safeguards will be
2.5.3 The changeover to a standby unit due to a fault considered.
is to be signalled visually and audibly. However, an
alarm must not be tripped in the case of machinery 2.7.8 Remote or automatic controls are to be
installations with auxiliary machines driven provided with sufficient instrumentation at the
mechanically from the propulsion plant where the relevant control stations to ensure effective control
standby machines start-up automatically in the lower and indicate that the system is functioning correctly.
speed range.
2.7.9 Where machinery is arranged to start
2.5.4 Sets which have suffered a malfunction and automatically or from a remote control station,
have shut down automatically may only be provided interlocks are to be provided to prevent start up
for restart after manual reset independent of the under conditions which could hazard the machinery.
alarm acknowledgement.
2.7.10 Where machinery, controlled in accordance
2.6 Fire detection and fire alarm system with 2.7.7, is required to be provided with a standby
pump, the standby pump is to start automatically if
2.6.1 An automatic fire detection and fire alarm the discharge pressure from the working pumps falls
system in accordance with the requirements of below a predetermined value.
chapter 10 is to be fitted in the machinery spaces.
2.7.11 Arrangements are to be such that machinery
2.7 Remote control may be operated with the system of remote or
automatic controls out of action. This may be
2.7.1 Where control systems are provided, the achieved by manual control or redundancy
requirements of 2.7.2 to 2.7.12 are to be satisfied. arrangements within the control system,.
Instrumentation is to be provided at local manual
2.7.2 Control systems for machinery operations are control stations to ensure effective operation of the
to be stable throughout their operating range. machinery.
2.7.3 The control system is to be designed such that 2.7.12 Failure of the operating control system or of
normal operation of the controls cannot induce transfer of control should bring the craft to low
speed without endangering the safety of passengers
or the craft.

Page 7 of 10
Section 3
Directional Control System
3.1 General 3.2.5 If it is necessary to bring the craft to a safe

condition, power drives for directional control
3.1.1 Craft is to be provided with means for devices, including those required to direct thrust
directional control of adequate strength and suitable forward or astern, are to become operative
design to enable the crafts heading and direction of automatically, and respond correctly, within 5 s of
travel to be effectively controlled to the maximum power or other failure. Back-up electrical systems
extent possible in the prevailing conditions and craft may be required for the starting up time of an
speed without undue physical effort at all speeds and auxiliary diesel according to Chapter 13, Section 2
in all conditions for which the craft is to be certified. or an emergency diesel generator according to
Chapter 13, Section 3.
3.1.2 Attention is drawn to the possibility of
interaction between directional control systems and 3.2.6 Directional control devices involving variable
stabilization systems. Where such interaction occurs geometry of the craft or its lift system components
or where dual purpose components are fitted, the are to, so far as is practicable, be so constructed that
requirements of Chapter 13, Section 14 and Sections any failure of the drive linkage or actuating system
4 and 5 of this chapter are also to be complied with will not put the craft in significantly hazardous
as applicable. situation.
3.2 Reliability 3.3 Control position
3.2.1 The probability of total failure of all 3.3.1 All directional controls systems should
directional control systems is to be extremely remote normally be operated from the crafts operating
when the craft is operating normally, i.e. excluding station.
emergency situations such as grounding, collision or
a major fire. 3.3.2 If directional control systems can also be
operated from other positions, then two way
3.2.2 A design incorporating a power drive or an communication should be arranged between the
actuation system employing powered components operating station and these other positions.
for normal directional control is to provide a
secondary means of actuating the device unless an 3.3.3 Adequate indications are to be provided at the
alternative system is provided. operating station and these other positions to provide
the person controlling the craft with verification of
3.2.3 The secondary means of actuating the the correct response of the directional control device
directional control device may be manually driven to this demand, and also to indicate any abnormal
bearing in mind the crafts size and design and any responses or malfunction. The indications of
limitations of speed or other parameters that may be steering response or rudder angle indicator are to be
necessary subject to the approval of the independent of the system for directional control.
Administration. The logic of such feedback and indications are to be
consistent with the other alarms and indications so
3.2.4 The directional control systems is to be that in an emergency operators are unlikely to be
constructed so that a single failure in one drive or confused.
system, as appropriate, will not render any other
drive or system inoperable or unable to bring the 3.4 Demonstrations
craft to a safe situation. A short period of time to
permit the connection of a secondary control device 3.4.1 The limits of safe use of any of the control
may be allowed subject to approval of system devices are to be based on demonstrations
Administration when the design of the craft is such and a verification process in accordance with
that the delay will not hazard the craft. Annexure 6 of these Rules.

Chapter 14
3.4.2 Demonstration in accordance with Annexure 6 as may be necessary to ensure that the redundancy
of these Rules is to determine any adverse effects or safeguards in the systems provide equivalent
upon safe operation of the craft in the event of an safety is to be included in the craft operation
uncontrollable total deflection of any one-control manual.
device. Any limitation on the operation of the craft
Section 4
Stabilization Systems
4.1 General
4.1.7 Failure mode and effect analysis is to include
4.1.1 Stabilization systems is to be so designed that the stabilization system.
in case of failure or malfunctioning of any one of the
stabilization devices or equipment, it would be 4.2 Lateral and height control systems
possible either to ensure maintaining the main
parameters of crafts motion within safe limits with 4.2.1 Craft fitted with an automatic control system
the aid of working stabilization devices or to put the should be provided with an automatic safety control.
craft into the displacement or other safe mode. Probable malfunctions should have only minor
effects on automatic control system operation and is
4.1.2 In case of failure of any automatic equipment to be capable of being readily counteracted by the
or stabilization device, or its power drive, the operating crew.
parameters of craft motion should remain within
safe limits. 4.2.2 The parameters and levels at which any
automatic control system gives the command to
4.1.3 Craft fitted with an automatic stabilization decrease speed and put the craft safely into the
system are to be provided with an automatic safety displacement or other safe mode are to take account
control unless the redundancy in the system provides of the safety levels as given in 2.4 of Annexure 2 of
equivalent safety. Where an automatic safety control these Rules and of the safe values of motions
is fitted, provision is to be made to override it and to appropriate to the particular craft and service.
cancel the override from the main operating station.
4.3 Demonstrations
4.1.4 The parameters and the levels at which any
automatic safety control gives the command to 4.3.1 The limits of safe use of any of the
decrease speed and put the craft safely in the stabilization control system devices are to be based
displacement or other safe mode should take account on demonstrations and a verification process in
of the safe values of heel, trim, yaw and accordance with Annexure 6 of these Rules.
combination of trim and draught appropriate to the
particular craft and service; also to the possible 4.3.2 Demonstration in accordance with Annexure 6
consequences of power failure for propulsion, lift or of these Rules is to determine any adverse effects
stabilization devices. upon safe operation of the craft in the event of an
uncontrollable total deflection of any one control
4.1.5 The parameters and the degree of stabilization device. Any limitation on the operation of the craft
of the craft provided by the automatic stabilization as may be necessary to ensure that the redundancy
system should be satisfactory having regard to the or safeguards in the systems provide equivalent
purpose and service conditions of the craft. safety is to be included in the craft operating
manual.
4.1.6 The requirements for control systems and
warning devices are given in Section 1 and 2 of this
chapter.

Page 9 of 10
Section 5
Requirements for Craft with LC or HSLC Notation
5.1 General e) Remote control of the propulsion machinery is

to be possible only from one location at a time;
5.1.1 The relevant requirements of Section 1 and 2 at such locations interconnected control
are to be complied with. All non-passenger crafts of positions are permitted. At each location there is
less than 500 GT with LC or HSLC notation are to be an indicator showing which location is in
to comply with the requirements of this section. control of the propulsion machinery. The
Other crafts with LC or HSLC notation are to transfer of control between the navigating
comply with the requirements of Rules and bridge and machinery spaces is to be possible
Regulations for the Construction and Classification only in the main machinery space or the main
of Steel Ships. machinery control room. This system is to
include means to prevent the propelling thrust
5.2 Plans and information from altering significantly when transferring
control from one location to another;
5.2.1 Plans are required to be submitted in
accordance with 1.3 only for the machinery items f) It is to be possible to control the propulsion
applicable to these craft. machinery locally, even in the case of failure in
any part of the remote control system;
5.3 Remote control of propulsion machinery
g) The design of the remote control system is to be
5.3.1 Where remote control of propulsion machinery such that in case of its failure an alarm will be
from the navigating bridge is provided and the given. The preset speed and direction of thrust
machinery spaces are intended to be manned, the of the propellers is to be maintained until local
following is to apply: control is in operation unless it is impracticable
to do so;
a) The speed, direction of thrust and, if applicable,
the pitch of the propeller are to be fully h) Indicators should be fitted on the navigating
controllable from the navigating bridge under bridge for:
all sailing conditions, including manoeuvring;
Propeller speed and direction of rotation in
b) The remote control is to be performed, for each the case of fixed pitch propellers;
independent propeller by a control devices so
designed and constructed that its operation does Propeller speed and pitch position in the
not require particular attention to the operational case of controllable pitch propellers;
details of the machinery. Where multiple
propellers are designed to operate i) An alarm should be provided on the navigating
simultaneously, they may be controlled by one bridge and in the machinery space to indicate
control device; low starting air pressure or low electrical power
which should be set at a level to permit further
c) The main propulsion machinery is to be main engine starting operation. If the remote
provided with an emergency stopping device on control systems of the propulsion machinery is
the navigating bridge which is to be designed for automatic starting, the number of
independent of the navigating bridge control automatic consecutive attempts which fail to
system; produce a start is to be limited in order to
safeguard sufficient starting air pressure or
d) Propulsion machinery orders from the adequate electrical power for starting locally.
navigating bridge are to be indicated in the main
machinery control room or at the manoeuvring 5.3.2 In all ships where the main propulsion and
platform as appropriate; associated machinery, including main electrical
supply, are provided with various degrees of
automatic or remote control and are under

Chapter 14
continuous manual supervision from a control room, reasonable, comply with the applicable requirements
the arrangements and control are to be so designed, of Part 5, Chapter 22 of the Rules and Regulations
equipped and installed that the machinery operation for the Construction and Classification of Steel
will be as safe and effective as if it were under direct Ships for such machinery spaces.
supervision. Particular consideration is to be given
to protect such spaces against fire and flooding. 5.4.2 The alternative arrangements provided are to
ensure that, the safety of the ship in all sailing
5.4 Periodically unattended machinery spaces (if conditions, including manoeuvring, is equivalent to
installed) that of a ship having manned machinery spaces.
5.4.1 Ships having periodically unattended

machinery spaces are to as far as practicable and
Section 6
Tests and Trials
6.1 General 6.3 Stabilization system
6.1.1 These tests and trials are conducted to 6.3.1 The limits of safe use of any of the
demonstrate their suitability for the intended service. stabilization control system devices are to be based
on demonstrations and verification process in
6.1.2 The tests and trials are to be conducted in accordance with Annexure 6 of these Rules.
accordance with the requirements given in Part 4,
Chapter 7, Section 4 of the Rules and Regulations 6.3.2 Demonstration in accordance with Annexure 6
for the Construction and Classification of Steel of these Rules should determine any adverse effects
Ships. upon safe operation of the craft in the event of an
uncontrollable total deflection of any one-control
6.2 Directional control system device. Any limitation on the operation of the craft
as may be necessary to ensure that the redundancy
6.2.1 The performance is to be verified in or safeguards in the systems provide equivalent
accordance with Annexure 6 of these Rules. safety is to be included in the craft operating
manual.
End Of Chapter

Page 1 of 2
Annexure - 1
Preamble of the HSC Code
1. The international conventions ratified in respect event of an accident. Management of risk through
of conventional ships and the regulations applied as accommodation arrangement, active safety systems,
a consequence of such conventions have largely restricted operation, quality management and
been developed having in mind the manner in which human factors engineering should be considered in
conventional ships are constructed and operated. evaluating safety equivalent to current conventions.
Traditionally, ships have been built of steel and with Application of mathematical analysis should be
the minimum of operational controls. The encouraged to assess risk and determine the validity
requirements for ships engaged on long of safety measures.
international voyages are therefore framed in such a
way that, providing the ship is presented for survey 5. The Code takes into account that a high speed
and a ship safety certificate is issued, the ship may craft is of a light displacement compared with a
go anywhere in the world without any operational conventional ship. This displacement aspect is the
restrictions being imposed. Providing the ship is not essential parameter to obtain fast and competitive
involved in a casualty, all that is needed is that it is sea transportation and consequently this Code
made available to the Administration for the allows for use of non-conventional shipbuilding
purpose of a satisfactory resurvey before the ship materials, provided that a safety standard at least
safety certificate expires and the certificate will be equivalent to conventional ships is achieved.
reissued.
6. To clearly distinguish craft, criteria based on
2. The traditional method of regulating ships speed and volumetric Froude number have been
should not be accepted as being the only possible used to delineate those craft to which this Code
way of providing an appropriate level of safety. Nor applies from other, more conventional, craft.
should it be assumed that another approach, using
different criteria, could not be applied. Over a long 7. The Code requirements also reflect the additional
period of years, numerous new designs of marine hazards which may be caused by the high speed
vehicles have been developed and have been in compared with conventional ship transportation.
service. While these do not fully comply with the Thus, in addition to the normal requirements
provisions of the international conventions relating including life-saving appliances, evacuation
to conventional ships built of steel, they have facilities, etc., provided in case of an accident
demonstrated an ability to operate at an equivalent occurring, further emphasis is placed on reducing
level of safety when engaged on restricted voyages the risk of hazardous situations arising. Some
under restricted operational weather conditions and advantages result from the high speed craft concept,
with approved maintenance and supervision i.e. the light displacement provides a large reserve
schedules. buoyancy in relation to displacement, reducing the
hazards addressed by the international Load Line
3. The High Speed Craft Code, 1994 (1994 HSC Convention. The consequences of other hazards
Code) was derived from the previous Code of Safety such as of collision at high speed are balanced by
for Dynamically Supported Craft (DSC) adopted by more stringent navigational and operational
IMO in 1977, recognizing that safety levels can be requirements and specially developed
significantly enhanced by the infrastructure accommodation provisions.
associated with regular service on a particular
route, whereas the conventional ship safety 8. The above mentioned safety concepts were
philosophy relies on the ship being self-sustaining originally reflected in the DSC Code and the 1994
with all necessary emergency equipment being HSC Code. The development of novel types and sizes
carried on board. of craft has led to the development of pressures
within the maritime industry for craft which are not
4. The safety philosophy of this Code is based on dynamically supported cargo craft, passenger craft
the management and reduction of risk as well as the carrying larger numbers of passengers or operating
traditional philosophy of passive protection in the further afield than permitted by that Code to be

Annexure 1
Page 2 of 2 Preamble of the HSC Code
certified according to those concepts. Additionally, application of the Code, the Administration is
improvements of maritime safety standards since permitted to formally recognize such equivalence.
1994 were required to be reflected in the revisions
of the 1994 HSC Code to maintain safety 13. It is important that an Administration, in
equivalence with conventional ships. considering the suitability of a high speed craft
under this Code, should apply all sections of the
9. Accordingly, two differing principles of Code because non-compliance with any part of the
protection and rescue were embodied in the 1994 Code could result in an imbalance which would
HSC Code. adversely affect the safety of the craft, passengers
and crew. For a similar reason, modifications to
10. The first of these recognizes the craft which existing craft, which may have an effect on safety,
were originally foreseen at the time of development should be approved by the Administration.
of the DSC Code. Where rescue assistance is readily
available and the total number of passengers is 14. In developing the Code, it has been considered
limited, a reduction in passive and active protection desirable to ensure that high speed craft do not
may be permitted. Such craft are called assisted impose unreasonable demands on existing users of
craft and form the basis for category A passenger the environment or conversely suffer unnecessarily
craft of this Code. through lack of reasonable accommodation by
existing users. Whatever burden of compatibility
11. The second concept recognizes the further there is, it should not necessarily be laid wholly on
development of high speed craft into larger craft. the high speed craft.
Where rescue assistance is not readily available or
the number of passengers is unlimited, additional 15. Paragraph 1.15.1 of the 1994 HSC Code states
passive and active safety precautions are required. that it shall be reviewed by the Organization at
These additional requirements provide for an area intervals preferably not exceeding four years to
of safe refuge on board, redundancy of vital systems, consider revision of existing requirements to take
increased watertight and structural integrity and full account of new developments in design and
fire extinguishing capability. Such craft are called technology. Experience gained with the application
unassisted craft and form the basis for cargo of the 1994 HSC Code since it entered into force in
craft and category B passenger craft of this 1996 has led to the recognition that it needed to be
Code. revised and updated. Subsequent work in the
Organization has resulted in the development of the
12. These two concepts of the Code have been present Code to ensure that safety is not
developed as a unified document on the basis that an compromised as a result of continuous introduction
equivalent level of safety to that normally expected of state-of-the-art technology and innovative
on ships complying with the International developments into the new and generally much
Convention for the Safety of Life at Sea is achieved. larger and faster high-speed craft.
Where the application of new technology or design
indicates an equivalent safety level to the strict
End Of Chapter

Page 1 of 3
Annexure - 2
Use of Probability Concept

1. General 2.1.2 Failure is an occurrence is which a part, or

parts, of the craft fail or malfunction, e.g. runaway.
1.1 Absolute safety cannot be achieved in any A failure includes:
human activity. Naturally, this fact has to be taken
into account in developing safety requirements, a) a single failure;
which means that requirements should not imply
that safety is absolute. In the case of traditional b) independent failures in combinations within a
craft, it has frequently been possible to specify system; and
certain aspects of design or construction in some
detail, in a way which was consistent with some c) independent failures in combinations involving
level of risk which had over the years been more than one system, taking into account:
intuitively accepted without having to be defined.
any undetected failure that is already
1.2 For high speed craft, however, it would often be present;
too restrictive to include engineering specifications such further failures as would be
into the Code. Requirements therefore need to be reasonably expected to follow the failure
written (where this question arises) in the sense of .. under consideration; and
<the Administration should be satisfied on the basis
of tests, investigations and past experience that the Note : in assessing the further failures which
probability of is (acceptably low)>. Since follow, account should be taken of any resulting
different undesirable events may be regarded as more severe operating conditions for items that
having different general orders of acceptable have not up that time failed.
probability (e.g. temporary impairment of
propulsion as compared with an uncontrollable d) common cause failure (failure of more than one
fire), it is convenient to agree on a series of component or system due to the same cause).
standardized expressions which can be used to
convey the relative acceptable probabilities of 2.1.3 Event is an occurrence, which has its origin
various incidents, i.e. to perform a qualitative outside the craft (e.g. waves).
ranking process. A vocabulary is given below which
is intended to ensure consistency between various 2.1.4 Error is an occurrence arising as a result of
requirements, where it is necessary to describe the incorrect action by the operating crew or
level of risk which should not be exceeded. maintenance personnel.
2. Terms associated with probabilities 2.2 Probability of occurrences
Different undesirable events may have different 2.2.1 Frequent is one which is likely to occur often
orders of acceptable probability. In connection with during the operational life of a particular craft.
this, it is convenient to agree on standardized
expressions to be used to convey the relatively 2.2.2 Reasonably probable is one which is unlikely
acceptable probabilities of various occurrences, i.e. to occur often but which may occur several times
to perform a qualitative ranking process. during the total operational life of a particular craft.
2.1 Occurrences 2.2.3 Recurrent is a term embracing the total range

of frequent and reasonably probable.
2.1.1 Occurrence is a condition involving a
potential lowering of the level of safety. 2.2.4 Remote is one which is unlikely to occur to
every craft but may occur to a few craft of a type

Annexure 2
Page 2 of 3 Use of Probability Concept
over the total operational life of a number of craft of reasonably be expected to cope with them and
the same type. will probably require outside assistance; or
2.2.5 Extremely remote is one which is unlikely to b) dangerous degradation of handling

occur when considering the total operational life of characteristics; or
a number of craft of the type, but nevertheless
should be considered as being possible. c) dangerous degradation of the strength of the
craft; or
2.2.6 Extremely improbable is one which is so
extremely remote that it should not be considered as d) marginal conditions for, or injury to,
possible to occur. occupants; or
2.3 Effects e) an essential need for outside rescue operations.
2.3.1 Effect is a situation arising as a result of an 2.3.5 Catastrophic effect is an effect which results in
occurrence. the loss of the craft and/or in fatalities.
2.3.2 Minor effect is an effect which may arise from 2.4 Safety level
a failure, an event, or an error (as defined in 2.1.1,
2.1.2, 2.1.3 of this annex) which can be readily Safety level is a numerical value characterizing the
compensated for by the operating crew; it may relationship between craft performance represented
involve: as horizontal single amplitude acceleration (g) and
rate of acceleration (g/s) and the severity of
a) a small increase in the operational duties of the acceleration load effects on standing and sitting
crew or in their difficulty in performing their humans.
duties; or
b) a moderate degradation in handling The safety levels and the corresponding severity of
characteristics; or effects on passengers and safety criteria for craft
c) slight modification of the permissible operating performance should be as defined in Table 1.
conditions.
3. Numerical values
2.3.3 Major effect is an effect which produces:
Where numerical probabilities are used in assessing
a) a significant increase in the operational duties compliance with requirements using the terms
of the crew or in their difficulty in performing similar to those given above, the following
their duties which by itself should not be outside approximate values may be used as guidelines to
the capability of a competent crew provided that assist in providing a common point of reference. The
another major effect does not occur at the same probabilities quoted should be on an hourly or per
time; or journey basis, depending on which is more
appropriate to the assessment in question:
b) significant degradation in handling
characteristics; or Frequent More than 10-3
Reasonably probable 10-3 to 10-5
c) significant modification of the permissible Remote 10-5 to 10-7
operating conditions, but will not remove the Extremely remote 10-7 to 10-9
capability to complete a safe journey without Extremely improbable Whilst no approximate
demanding more than normal skill on the part numerical probability is
of the operating crew. given for this, the figures
used should be
2.3.4 Hazardous effect is an effect which produces: substantially less than
10-9
a) a dangerous increase in the operational duties Note : different occurrences may have different
of the crew or in their difficulty in performing acceptable probabilities, according to the severity of
their duties of such magnitude that they cannot their consequences (see Table 2).

Page 3 of 3
Table 1
CRITERIA NOT TO BE
EFFECT EXCEEDED VALUE COMMENT
Type of load
LEVEL 1 Maximum acceleration 0.20 g (2) 0.08g and 0.20g/s (3): elderly person will
MINOR EFFECT measured horizontally (1) keep balance when holding
0.15g and 0.20g/s: mean person will keep
Moderate degradation of balance when holding
safety 0.15g and 0.80g/s: sitting person will start
holding
LEVEL 2 Maximum acceleration 0.35g 0.25g and 2.0g/s: maximum load for mean
MAJOR EFFECT measured horizontally (1) person keeping balance when holding
0.45g and 10g/s: mean person falls out seat
Significant degradation of when not wearing seat belts
safety
LEVEL 3 Collision design condition Collision load Risk of injury to passengers, safe
HAZARDOUS EFFECT calculated emergency operation after collision
Major degradation of safety Maximum structural design Ref. Ch.4, 2.1 1.0g : degradation of passenger safety
load, based on vertical
acceleration at centre of
gravity
LEVEL 4 Loss of craft or/and fatalities
CATASTROPHIC EFFECT
1) The recording instruments used shall be such that acceleration accuracy is better than 5% of the real value and frequency
response should be minimum 20 Hz. Antialiasing filters with maximum passband attenuation 1 5% should be used.
2) g = gravity acceleration (9.81 m/s2).
3) g-rate or jerk may be evaluated from acceleration/time curves.
Table 2
SAFETY 1 1 1 2 3 4
LEVEL
EFFECT ON Normal Nuisance Operating Emergency Large reduction in Deaths usually,
CRAFT AND limitations procedures; safety margins; crew with loss of
OCCUPANTS significant reduction over-burden because craft
in safety margins; of work-load or
difficult for crew to environmental
cope with adverse conditions; serious
conditions; injury to small
passenger injuries number of occupants
F.A.R. (5) Extremely
PROBABILITY Probable Improbable Improbable
(REF. ONLY)
JAR-25 (6) Extremely
Probable Improbable
PROBABILITY Improbable
Frequent Reasonably Remote Extremely
Probable Remote
10-0 10-1 10-2 10-3 10-4 10-5 10-6 10-7 10-8 10-9
CATEGORY CATASTRO-
MINOR MAJOR HAZARDOUS
OF EFFECT PHIC
(5) The United States Federal Aviation Regulations
(6) European Joint Airworthiness Regulations
End Of Chapter

Page 1 of 8
Annexure - 3
Procedures for Failure Mode and Effects Analysis

1. Introduction causing hazardous effects corrective measures may

be accepted in lieu. A test programme should be
1.1 In the case of traditional craft, it has been drawn up to confirm the conclusions of FMEA.
possible to specify certain aspects of design or
construction in some level of detail, in a way which 1.6 Whilst FMEA is suggested as one of the most
was consistent with some level of risk which had flexible analysis techniques, it is accepted that there
over the years been intuitively accepted without are other methods which may be used and which in
having to be defined. certain circumstances may offer an equally
comprehensive insight into particular failure
1.2 With the development of large high speed craft, characteristics.
this required experience has not been widely
available. However, with the now broad acceptance 2. Objectives
of the probabilistic approach to safety assessments
within industry as a whole, it is proposed that an 2.1 The primary objective of FMEA is to provide a
analysis of failure performance may be used to comprehensive, systematic and documented
assist in the assessment of the safety of operation of investigation which establishes the important failure
high speed craft. conditions of the craft and assesses their
significance with regard to the safety of the craft, its
1.3 A practical, realistic and documented occupants and the environment.
assessment of the failure characteristics of the craft
and its component systems should be undertaken 2.2 The main aims of undertaking the analysis are
with the aim of defining and studying the important to:
failure conditions that may exist.
a) provide the Administration with the results of a
1.4 This annex describes a failure mode and effects study into crafts failure characteristics so as to
analysis (FMEA) and gives guidance as to how it assist in an assessment of the levels of safety
may be applied by: proposed for the crafts operation;
a) explaining basic principles; b) provide craft operators with data to generate

b) providing the procedural steps necessary to comprehensive training, operational and
perform an analysis; maintenance programmes and documentation;
c) identifying appropriate terms, assumptions, and
measures and failure modes; and
d) providing examples of the necessary c) provide craft and system designers with data to
worksheets. audit their proposed designs.
1.5 FMEA for high speed craft is based on a single 3. Scope of Application
failure concept under which each system at various
levels of a systems functional hierarchy is assumed 3.1 FMEA should be conducted for each high speed
to fail by one probable cause at a time. The effects of craft, before its entry into service, in respect of the
the postulated failure are analysed and classified systems as required under the provisions of Chapter
according to their severity. Such effects may include 8, Section 6, Chapter 12, Section 1 and Chapter 13,
secondary failures (or multiple failures) at other Section 1 of these Rules.
level(s). Any failure mode which may cause a
catastrophic effect to the craft should be guarded 3.2 For craft of the same design and having the
against by system or equipment redundancy unless same equipment, one FMEA on the lead craft will be
the probability of such failure is extremely sufficient, but each of the craft should be subject to
improbable (refer to section 13). For failure modes the same FMEA conclusion trials.

Annexure 3
Page 2 of 8 Procedures for Failure Mode and Effects Analysis
4. System failure mode and effect analysis

a) the redundant system can be put into operation
4.1 Before proceeding with a detailed FMEA into or can take over the failed system within the
the effects of the failure of the system elements on time-limit dictated by the most onerous
the system functional output, it is necessary to operational mode in 4.2 without hazarding the
perform a functional failure analysis of the crafts craft;
important systems. In this way only systems which
fail the functional failure analysis need to be b) the redundant system is completely independent
investigated by a more detailed FMEA. from the system and does not share any
common system element the failure of which
4.2 When conducting a system FMEA the following would cause failure of both the system and the
typical operational modes within the normal design redundant system. Common system element may
environmental conditions of the craft should be be acceptable if the probability of failure
considered: complies with section 13; and
a) normal seagoing conditions at full speed; c) the redundant system may share the same power
source as the system. In such case an
b) maximum permitted operating speed in alternative power source should be readily
congested waters; and available with regard to the requirement of a).
c) manoeuvring alongside. The probability and effects of operator error to

bring in the redundant system should also be
4.3 This functional interdependence of these systems considered.
should also be described in either block diagrams or
fault tree diagrams or in a narrative format to 5. Equipment failure mode and effects analysis
enable the failure effects to be understood. As far as
applicable, each of the systems to be analysed is The systems to be subject to a more detailed FMEA
assumed to fail in the following failure modes: investigation at this stage should include all those
that have failed the system FMEA and may include
a) complete loss of function; those that have a very important influence on the
b) rapid change to maximum or minimum output; safety of the craft and its occupants and which
c) uncontrolled or varying output; require an investigation at a deeper level than that
d) premature operation; undertaken in the system functional failure analysis.
e) failure to operate at a prescribed time; and These systems are often those which have been
f) failure to cease operation at a prescribed time. specifically designed or adapted for the craft, such
as the crafts electrical and hydraulic systems.
Depending on the system under consideration other
failure modes may have to be taken into account. 6. Procedures
4.4 If a system can fail without any hazardous or 6.1 The following steps are necessary to perform an
catastrophic effect, there is no need to conduct a FMEA:
detailed FMEA into the system architecture. For
systems whose individual failure can cause a) to define the system to be analysed:
hazardous or catastrophic effects and where a b) to illustrate the interrelationships of functional
redundant system is not provided, a detailed FMEA elements of the system, by means of block
as described in the following paragraphs should be diagrams;
followed. Results of the system functional failure c) to identify all potential failure modes and their
analysis should be documented and confirmed by a causes;
practical test programme drawn up from the d) to evaluate the effects on the system of each
analysis. failure mode;
e) to identify failure detection methods;
4.5 Where a system, the failure of which may cause f) to identify corrective measures for failure
a hazardous or catastrophic effect, is provided with modes;
a redundant system, a detailed FMEA may not be
required provided that:

Page 3 of 8
g) to assess the probability of failures causing 9. Identification of failure modes, causes and
hazardous or catastrophic effects where effects
applicable;
h) to document the analysis; 9.1 Failure mode is the manner by which a failure is
i) to develop a test programme; observed. It generally describes the way the failure
j) to prepare FMEA report. occurs and its impact on the equipment or system.
As an example, a list of failure modes is given in
7. System definition Table 1. The failure modes listed in Table 1 can
describe the failure of any system element in
7.1 The first step in an FMEA study is a detailed sufficiently specific terms. When used in
study of the system to be analysed, through the use conjunction with performance specifications
of drawings and equipment manuals. A narrative governing the inputs and outputs on the system block
description of the system and its functional diagram, all potential failure modes can be thus
requirements should be drawn up including the identified and described. Thus, for example, a power
following information: supply may have a failure mode described as loss of
output (29) and a failure cause open (electrical)
a) general description of system operation and (31).
structure;
b) functional relationship among the system 9.2 A failure mode in a system element could also be
elements; the failure cause of a system failure. For example,
c) acceptable functional performance limits of the the hydraulic line of a steering gear system might
system and its constituent elements in each of have a failure mode of external leakage (10). This
the typical operational modes; and failure mode of the hydraulic line could become a
d) system constraints. failure cause of the steering gear systems failure
mode loss of output (29).
8. Development of system block diagrams
9.3 Each system should be considered in a top-down
8.1 The next step is to develop block diagram(s) approach, starting from the systems functional
showing the functional flow sequence of the system, output, and failure should be assumed by one
both for technical understanding of the functions possible cause at a time. Since a failure mode may
and operation of the system and for the subsequent have more than one cause, all potential independent
analysis. As a minimum the block diagram should causes for each failure mode should be identified.
contain:
9.4 If major systems can fail without any adverse
a) breakdown of the system into major sub-systems effect there is no need to consider them further
or equipment; unless the failure can go undetected by an operator.
To decide that there is no adverse effect does not
b) all appropriate labelled inputs and outputs and mean just the identification of system redundancy.
identification numbers by which each subsystem The redundancy should be shown to be immediately
is consistently referenced; and effective or brought on line with negligible time lag.
In addition, if the sequence is failure alarm
c) all redundancies, alternative signal paths and operator action start of back up back up in
other engineering features which provide fail- service, the effects of delay should be considered.
safe measures.
10. Failure effects
An example of a system block diagram is given in
Fig.1. 10.1 The consequence of a failure mode on the
operation, function or status of an equipment or a
8.2 It may be necessary to have a different set of system is called a failure effect. Failure effects on a
block diagrams prepared for each different specific sub system or equipment under
operational modes. consideration are called local failure effects. The
evaluation of local failure effects will help to
determine the effectiveness of any redundant
equipment or corrective action at that system level.

Annexure 3
In certain instances, there may not be a local effect propagation of failure effects, or activating back-up
beyond the failure mode itself. or standly items or systems, should be described.
Corrective design provisions include:
10.2 The impact of an equipment or sub-system
failure on the system output (system function) is a) redundancies that allow continued and safe
called an end effect. End effects should be evaluated operation;
and their severity classified in accordance with the b) safety devices, monitoring or alarm provisions,
following categories: which permit restricted operation or limit
damage;
a) catastrophic; c) alternative modes of operation.
b) hazardous;
c) major; and 12.3 Provisions which require operator action to
d) minor. circumvent or mitigate the effects of the postulated
failure should be described. The possibility and
The definition of these four categories of failure effect of operator error should be considered, if the
effects is at paragraph 2.3 of Annexure 2 of these corrective action or the initiation of the redundancy
Rules. requires operator input, when evaluating the means
to eliminate the local failure effects.
10.3 If the end effect of a failure is classified as
hazardous or catastrophic, back-up equipment is 12.4 It should be noted that corrective responses
usually required to prevent or minimize such effect. acceptable in one operational mode may not be
For hazardous failure effects corrective operational acceptable at another, e.g a redundant system
procedures may be accepted. element with considerable time lag to be brought
into line, while meeting the operational mode
11. Failure detection normal seagoing conditions at full speed may result
in a catastrophic effect in another operational mode,
11.1 The FMEA study in general only analyses e.g. maximum permitted operating speed in
failure effects based on a single failure in the system congested water.
and therefore a failure detection means, such as
visual or audible warning devices, automatic 13. Use of probability concept
sensing devices, sensing instrumentation or other
unique indications, should be identified. 13.1 If corrective measures or redundancy as
described in preceding paragraphs are not provided
11.2 Where the system element failure is non- for any failure, as an alternative the probability of
detectable (i.e. a hidden fault or any failure which occurrence of such failure should meet the following
does not give any visual or audible indication to the criteria of acceptance:
operator) and the system can continue with its
specific operation, the analysis should be extended a) a failure mode which results in a catastrophic
to determine the effects of a second failure, which in effect should be assessed to be extremely
combination with the first undetectable failure may improbable;
result in a more severe failure effect e.g. hazardous
or catastrophic effect. b) a failure mode assessed as extremely remote
should not result in worse than hazardous
12. Corrective measures effects; and
12.1 The response of any back-up equipment, or any c) a failure mode assessed as either frequent or
corrective action initiated at a given system level to reasonably probable should not result in worse
prevent or reduce the effect of the failure mode of than minor effects.
system element or equipment, should also be
identified and evaluated. 13.2 Numerical values for various levels of
probabilities are laid down in Section 3 of Annexure
12.2 Provisions which are features of the design at 2 of these Rules. In areas where there is no data
any system level to nullify the effects of a from craft to determine the level of probabilities of
malfunction or failure, such as controlling or failure other sources can be used such as:
deactivating system elements to halt generation or

Page 5 of 8
a) workshop test, or
b) history of reliability used in other areas under b) the existence and quality of the crafts
similar operating conditions, or operational documentation with particular
c) mathematical model if applicable. regard to the pre-voyage checklists. It is
essential that these checks account for any
14. Documentation unrevealed failure modes identified in the
failure analysis; and
14.1 It is helpful to perform FMEA on worksheet(s)
as shown in Table 2. c) the effects of the main failure modes as
prescribed in the theoretical analysis.
14.2 The worksheet(s) should be organized to first
display the highest system level and then proceed 15.3 The FMEA tests on board should be conducted
down through decreasing system levels. in conjunction with provisions specified in Chapter
14, Section 3, 4 of these Rules and Chapter 17,
15. Test programme Section 17.4 of the HSC Code, before the craft
enters into service.
15.1 An FMEA test programme should be drawn up
to prove the conclusions of FMEA. It is 16. FMEA report
recommended that the test programme should
include all systems or system elements whose failure 16.1 The FMEA report should be a self-contained
would lead to: document with a full description of the craft, its
systems and their functions and the proposed
a) major or more severe effects; operation and environmental conditions for the
b) restricted operations; and failure modes, causes and effects to be understood
c) any other corrective action. without any need to refer to other plans and
documents not in the report. The analysis
For equipment where failure cannot be easily assumptions and system block diagrams should be
simulated on the craft, the results of other tests can included, where appropriate. The report should
be used to determine the effects and influences on contain a summary of conclusions and
the systems and craft. recommendations for each of the systems analysed
in the system failure analysis and the equipment
15.2 The trials should also include investigations failure analysis. It should also list all probable
into: failures and their probability of failure where
applicable; the corrective actions or operational
a) the layout of control stations with particular restrictions for each system in each of the
regard to the relative positioning of switches operational modes under analysis. The report
and other control devices to ensure a low should contain the test programme, reference any
potential for inadvertent and incorrect crew other test reports and the FMEA trials.
action, particularly during emergencies and the
provision of interlocks to prevent inadvertent
operation for important system operation;

Annexure 3
Table 1 : Example of a set of failure modes
1 Structural failure (rupture) 18 False actuation

2 Physical binding or jamming 19 Fails to stop
3 Vibration 20 Fails to start
4 Fails to remain (in position) 21 Fails to switch
5 Fails to open 22 Premature operation
6 Fails to close 23 Delayed operation
7 Fails open 24 Erroneous input (increased)
8 Fails closed 25 Erroneous input (decreased)
9 Internal leakage 26 Erroneous output (increased)
10 External leakage 27 Erroneous output (decreased)
11 Fails out of tolerance (high) 28 Loss of input
12 Fails out of tolerance (low) 29 Loss of output
13 Inadvertent operation 30 Shorted (electrical)
14 Intermittent operation 31 Open (electrical)
15 Erratic operation 32 Leakage (electrical)
16 Erroneous indication 33 Other unique failure conditions as
17 Restricted flow applicable to the system characteristics,
requirements and operational constraints
Reference from publication 812 IEC 1985.

Page 7 of 8
Table 2 : FMEA Worksheet
Name of system ___________________________ References: _______________________________
Mode of operation _________________________ System block diagram _______________________
Sheet No. ________________________________ _________________________________________
Date ____________________________________ _________________________________________
Name of analyst ___________________________ Drawings _________________________________
Equipment Func- Ident. Failure Failure Failure effect Failure Correcti Severity Probability of Remarks
name or tion No. mode cause Local End detec- ve of failure (if
number effect effect tion action failure applicable)
effect

Annexure 3
STEERING CONTROL SYSTEM Date _____________________________
Analyst ____________________________
Backup System
Steering Control Steering Control Steering Backup Indication

EP Lever Mode 2 EP Lever Mode 1 EP Lever EP (l)
(S2) (S1) (S2)
ES
EP ES EP ES
Mode Change Over Indication
(S3) Control EP Controller
ES Selector (B2) (l2)
ES ES
ES
EP
Steering Indicating
Processing Unit EP Servo
(S4) (l3)
ES
ES
HP ES
Feed Back Rudder
EP (S6) (S5)
MS MS
Fig.1 : Example of a system block diagram
Where,
EP electric power
HP hydraulic power
ES electrical signal
MS mechanical signal
End Of Chapter

Page 1 of 4
Annexure - 4
Stability of Hydrofoil Craft

The stability of these craft shall be considered in the This formula is applicable when the ratio of the
hull-borne, transitional and foil borne modes. The radius of the turning circle to the length of the craft
stability investigation shall also take into account is 2 to 4.
the effects of external forces. The following
procedures are outlined for guidance in dealing with 1.1.3 Relationship between the capsizing moment
stability. and heeling moment to satisfy the weather
criterion.
As required by Chapter 5, 2.3.1, the stability of
hydrofoil craft shall be assessed under all permitted The stability of a hydrofoil boat in the displacement
conditions of loading. mode can be checked for compliance with the
weather criterion K as follows:
The term hull-borne mode has the same meaning
as displacement mode defined in Chapter 1, Mc
2.2.19. K= 1
Mv
The term foil-borne mode has the same meaning where,
as non-displacement mode defined in Chapter 1,
2.2.36. Mc : minimum capsizing moment as
determined when account is taken of rolling;
1. Surface piercing hydrofoils
Mv : dynamically applied heeling moment due
1.1 Hull-borne mode to the wind pressure.
1.1.1 The stability should be sufficient to satisfy the 1.1.4 Heeling moment due to wind pressure
provisions of Chapter 5, Section 2.3 and 2.4 of these
Rules. The heeling moment Mv, shall be taken as constant
during the whole range of heel angles and
1.1.2 Heeling moment due to turning calculated by the following expression:
The heeling moment developed during manoeuvring Mv = 0.001 Pv Av Z [kNm]

of the craft in the displacement mode may be derived
from the following formula: PV = wind pressure = 750 (VW/26)2 [N/m2]
Vo2 AV = windage area including the projections of the

M R = 0.196 KG [kNm] lateral surfaces of the hull, superstructure and
L various structures above the waterline.
where, Z = The windage area lever = vertical distance to

the geometrical centre of the windage area from the
MR : moment of heeling waterline [m].
Vo : speed of the craft in the turn [m/s]
: displacement [t] VW = The wind speed corresponding to the worst
L : length of the craft on the waterline [m] intended conditions [m/s].
KG : height of the centre of gravity above keel
[m].

Annexure 4
Page 2 of 4 Stability of Hydrofoil Craft
1.1.5 Evaluation of the minimum capsizing

moment Mc in the displacement mode M c = 9.81 BE [kNm ]
The minimum capsizing moment is determined from
the static and dynamic stability curves taking rolling c) The amplitude of rolling z is determined by
into account. means of model and full-scale tests in irregular seas
as a maximum amplitude of rolling of 50 oscillations
a) When the static stability curve is used, Mc is of a craft travelling at 90o to the wave direction in
determined by equating the areas under the curves sea state for the worst design condition. If such data
of the capsizing and righting moments (or levers) are lacking the amplitude is assumed to be equal to
taking rolling into account, as indicated by Fig.1, 15o.
where z is the amplitude of roll and MK is a line
drawn parallel to the abscissa axis such that the d) The effectiveness of the stability curves should be
shaded areas S1 and S2 are equal. limited to the angle of flooding.
Mc = OM, if the scale of ordinates represents
Moment
moments.
or lever
E C
Mc = OM x Displacement, if the scale of ordinates
represents levers.
A A'
B
d
O
z z
57.3o (1 Radian)
Fig.2 : Dynamic stability curve
1.2 Transitional and foil-borne modes

Fig.1 : Static stability curve
1.2.1 The stability should satisfy the provisions of
b) When the dynamic stability curve is used, first an Chapter 5, Section 2.4 and 2.5 of these Rules.
auxiliary point A should be determined. For this
purpose the amplitude of heeling is plotted to the 1.2.2a) The stability in the transitional and foil-
right along the abscissa axis and a point A is found borne modes should be checked for all cases of
(see Fig.2). A line AA is drawn parallel to the loading for the intended service of the craft.
abscissa axis equal to the double amplitude of
heeling (AA = 2z ) and the required auxiliary point 1.2.2b) The stability in the transitional and foil-
A is found. A tangent AC to the dynamic stability borne modes may be determined either by
curve is drawn. From the point A the line AB is calculation or on the basis of data obtained from
drawn parallel to the abscissa axis and equal to 1 model experiments and should be verified by full
radian (57.3o). From the point B a perpendicular is scale tests by the imposition of a series of known
drawn to intersect with the tangent in point E. The heeling moments by off centre ballast weights, and
distance BE is equal to the capsizing moment if recording the heeling angles produced by these
measured along the ordinate axis of the dynamic moments. When taken in the hull-borne, take-off,
stability curve. If, however, the dynamic stability steady foil-borne, and settling to hull-borne modes,
levers are plotted along this axis, BE is then the these results will provide an indication of the values
capsizing lever, and in this case the capsizing of the stability in the various situations of the craft
moment Mc is determined by multiplication of during the transitional condition.
ordinate BE (in metres) by the corresponding
displacement in tonnes.

Page 3 of 4
1.2.2c) The angle of heel in the foil-borne mode guidance given at Annex 7 to the HSC Code
caused by the concentration of passengers at one (Annexure 5 of these Rules).
side should not exceed 8o. During the transient mode
the angle of heel due to the concentration of 1.2.3 One of the possible methods of assessing foil-
passengers on one side should not exceed 12o. The borne metacentric height (GM) in the design stage
concentration of passengers should be determined for a particular foil configuration is given in Fig.3.
by the Administration, having regard to the
Fig.3
LB LH 2. Fully submerged hydrofoils

GM = n B S + nH S
2 tan l
2 tan l B H 2.1 Hull-borne mode
2.1.1 The stability in the hull-borne mode should be

where,
sufficient to satisfy the provisions of Chapter 5,
Section 2.3 and 2.6 of these Rules.
nB : percentage of hydrofoil load borne by
front foil.
2.1.2 Paragraphs 1.1.2 to 1.1.5 of this Annex are
nH : percentage of hydrofoil load borne by aft
appropriate to this type of craft in the hull-borne
foil
mode.
LB : clearance width of front foil
LH : clearance width of aft foil
2.2 Transitional mode
a : clearance between bottom of keel and
water
2.2.1 The stability should be examined by the use of
g : height of centre of gravity above bottom
verified computer simulations to evaluate the crafts
of keel
motions, behaviour and responses under the normal
lB : angle at which front foil is inclined to
conditions and limits of operation and under the
horizontal
influence of any malfunction.
lH : angle at which aft foil is inclined to
horizontal
S : height of centre of gravity above water.

Annexure 4
Page 4 of 4 Stability of Hydrofoil Craft
2.2.2 The stability conditions resulting from any Chapter 5, Section 2.4 of these Rules. The provisions
potential failures in the systems or operational of paragraph 2.2 of this Annex should also apply.
procedures during the transitional stage which
could prove hazardous to the crafts watertight 2.4 Paragraph 1.2.2 of this Annex should be applied
integrity and stability should be examined. to this type of craft as appropriate and any computer
simulations or design calculations should be verified
2.3 Foil-borne mode by full scale tests.
2.3.1 The stability of the craft in the foil-borne mode

should be in compliance with the provisions of
End Of Chapter

Page 1 of 3
Annexure - 5
Stability of Multi-Hull Craft

1. Stability criteria in the intact condition A : projected lateral area of the portion of the
ship above the lightest service waterline
A multihull craft, in the intact condition, should have [m2]
sufficient stability when rolling in a seaway to Z : vertical distance from the centre of A to a
successfully withstand the effect of either passenger point one half the lightest service draught
crowding or high speed turning as described in 1.4. [m]
The crafts stability should be considered to be : displacement [t].
sufficient provided compliance with this paragraph
is achieved. 1.4 Heeling due to passenger crowding or high
speed turning
1.1 Area under the GZ curve
Heeling due to the crowding of passengers on one
The area (A1) under the GZ curve upto an angle side of the craft or to high speed turning, whichever
should be at least: is the greater should be applied in combination with
the heeling lever due to wind (HL2).
A1 = 0.055 x 30o/ [m-rad]
a) Heeling due to passenger crowding.
Where is the least of the following angles [deg.]:
When calculating the magnitude of the heel due to
a) the down flooding angle; passenger crowding, a passenger crowding lever
b) the angle at which the maximum GZ occurs; should be developed using the assumptions
and stipulated in Chapter 5, Section 3.1 of these Rules.
c) 30o.
b) Heeling due to high speed turning.
1.2 Maximum GZ
When calculating the magnitude of the heel due to
The maximum GZ value should occur at an angle of the effects of high speed turning, a high speed
at least 10o. turning lever should be developed using the
following formula:
1.3 Heeling due to wind
Vo2 d
The wind heeling lever should be assumed constant TL = KG [m]
at all angles of inclination and should be calculated g R 2
as follows:
where,
Pi A Z
HL1 = [m] TL : turning lever [m]
9800 Vo : speed of craft in the turn [m/s]
R : turning radius [m]
HL2 = 1.5 HL1 [m] (see Fig.1) KG : height of vertical centre of gravity above
keel [m]
where, d : mean draught [m].
g : acceleration due to gravity [m/s2]
Pi : 500 (VW / 26)2 [N/m2]
VW : wind speed corresponding to the worst Alternatively, another method of assessment may be
intended conditions [m/s] employed, as provided for in Chapter 5, 2.1.2.

Annexure 5
Page 2 of 3 Stability of Multi-Hull Craft
1.5 Rolling in waves (Fig.1) The area A2 should therefore be truncated at the
down-flooding angle.
The effect of rolling in a seaway upon the crafts
stability should be demonstrated mathematically. In 2.5 The stability of the craft in the final condition
doing so, the residual area under the GZ curve (A2), after damage should be examined and shown to
i.e. beyond the angle of heel (h), should be at least satisfy the criteria, when damaged as stipulated in
equal to 0.028 [m-rad] up to the angle of roll r. In Chapter 5, Section 2.6.5 to 2.6.8 of these Rules.
the absence of model test or other data r should be
taken as 15o or an angle of (d - h), whichever is 2.6 In the intermediate stages of flooding, the
less. maximum righting lever should be at least 0.05 [m]
and the range of positive righting lever should be at
The determination of r using model test or other least 7o. In all cases, only one breach in the hull and
data shall be made using the method for determining only one free surface need to be assumed.
r in 1.1.5c) of Annexure 4.
3. Application of heeling levers
2. Criteria for residual stability after damage
3.1 In applying the heeling levers to the intact and
2.1 The method of application of criteria to the damaged curves the following should be considered:
residual stability curve is similar to that for intact
stability except that the craft in the final condition 3.1.1 for intact condition:
after damage should be considered to have an
adequate standard of residual stability provided: a) wind heeling lever (including gusting effect)
(HL2); and
a) the required area A2 should be not less than b) wind heeling lever (including gusting effect)
0.028 [m-rad] (Fig.2 refers); and plus either the passenger crowding or speed
b) there is no requirement regarding the angle at turning levers whichever is the greater (HTL).
which the maximum GZ value should occur.
3.1.2 for damage condition:
2.2 The wind heeling lever for application on the
residual stability curve should be assumed constant a) wind heeling lever steady wind (HL3); and
at all angles of inclination and should be calculated b) wind heeling lever plus heeling lever due to
as follows: passenger crowding (HL4).
3.2 Angle of heel due to steady wind

Pd A Z
HL3 = [m]
9800 a) The angles of heel due to a wind gust when the
heeling lever HL2, obtained as in 1.3, is applied
where, to the intact stability curve, should not exceed
10o; and
Pd : 120 x (VW/26)2 [N/m2]
A : projected lateral area of the portion of the b) The angle of heel due to steady wind when the
ship above the lightest service waterline heeling lever HL3, obtained as in 2.2, is applied
[m2] to the residual stability curve, after damage,
Z : vertical distance from the centre of A to a should not exceed 15o for passenger craft and
point one half of the lightest service 20 o for cargo craft.
draught [m]
: displacement [t]. Abbreviations used in figures 1 and 2:
2.3 The same values of roll angle should be used as HL2 : Heeling lever due to wind + gusting
for the intact stability. HTL : Heeling lever due to wind + gusting +
(passenger crowding or turning)
2.4 The down-flooding point is important and is HL3 : Heeling lever due to wind
regarded as terminating the residual stability curve. HL4 : Heeling lever due to wind + passenger
crowding

Page 3 of 3
m : Angle of maximum GZ HTL, HL3 or HL4

d : Angle of down-flooding A1 Area required by 1.1
r : Angle of roll A2 0.028 m rad.
e : Angle of equilibrium, assuming no wind,
passenger crowding or turning effects
h : Angle of heel due to heeling lever HL2,
Fig.1 : Intact Stability
Fig. 2 : Damage Stability
End Of Chapter

Page 1 of 2
Annexure - 6
Stability of Monohull Craft

1. Stability criteria in the intact condition A = 0.055 + 0.001 (30 - max) [m-rad]
1.1 The weather criterion contained in paragraph where,

3.2 of the Intact Stability Code (Refer to the Code on
Intact Stability for all types of ships covered by IMO max is the angle of heel, in degrees, at which the
instruments, adopted by the Organization by righting lever curve reaches its maximum.
Resolution A.749(18), as amended by Resolution
MSC.75(69)) shall apply (In applying this criterion, 1.3 The area under the righting lever curve between
small openings through which progressive flooding = 30 and = 40 or between = 30 and the
cannot take place need not be considered open). In angle of flooding F if this angle is less than 40,
applying the weather criterion, the value of wind shall not be less than 0.03 [m-rad]. (In applying this
pressure P[N/m2] shall be taken as (500 (VW/26)2), criterion, small openings through which progressive
where VW = wind speed [m/s] corresponding to the flooding cannot take place need not be considered
worst intended conditions. open).
The angle of heel due to wind, in applying 1.4 The righting lever GZ shall be at least 0.2 [m] at
paragraph 3.2.2.1.2 of the Intact Stability Code, an angle of heel equal to or greater than 30.
shall not exceed 16 or 80% of the angle of deck-
edge immersion (whichever is less). Where the angle 1.5 The maximum righting lever shall occur at an
of heel due to wind exceeds 10, efficient non-slip angle of heel not less than 15.
deck surfaces and suitable holding points shall be
provided, in accordance with paragraph 3.4.1a) of 1.6 The initial metacentric height GMT shall not be
Chapter 5. less than 0.15 [m].
In applying the weather criterion, account shall also 2. Criteria for residual stability after damage
be taken of the roll damping characteristics of
individual craft in assessing the assumed roll angle 2.1 The stability required in the final condition after
T, which may alternatively be derived from model damage and after equalization where provided, shall
or full-scale tests using the method for determining be determined as specified in 2.1.1 to 2.1.4.
z in 1.1.5c) of Annex 4. Hulls with features which
greatly increase damping, such as immersed 2.1.1 The positive residual lever curve shall have a
sidehulls, substantial arrays of foils, or flexible minimum range of 15 beyond the angle of
skirts or seals, are likely to experience significantly equilibrium. This range may be reduced to a
smaller magnitudes of roll angle. For such craft, minimum of 10, in the case where the area under
therefore, the roll angle shall be derived from model the righting lever curve is that specified in 2.1.2,
or full-scale tests or in the absence of such data increased by the ratio:
shall be taken as 15.
15
1.2 The area under the righting lever curve (GZ
curve) shall not be less than 0.07 [m-rad] upto = range
15 when the maximum righting lever (GZ) occurs at
= 15 and 0.055 [m-rad] upto = 30 when the where the range is expressed in degrees.
maximum righting lever occurs at = 30 or above.
Where the maximum righting lever occurs at angles The range shall be taken as the difference between
of between = 15 and = 30, the corresponding the equilibrium heel angle and the heel angle at
area under the righting lever curve shall be: which the residual righting lever subsequently

Annexure 6
Page 2 of 2 Stability of Monohull Craft
becomes negative or the angle at which progressive sustained damage shall be assumed to be swung
flooding occurs, whichever is less. out fully loaded and ready for lowering;
2.1.2 The area under the righting lever curve shall b) for lifeboats which are arranged to be launched
be at least 0.015 [m-rad], measured from the angle fully loaded from the stowed position, the
of equilibrium to the lesser of: maximum heeling moment during launching
shall be taken;
a) the angle at which progressive flooding occurs;
and c) a fully loaded davit-launched liferaft attached
b) 27 measured from the upright. to each davit on the side to which the craft has
heeled after having sustained damage shall be
2.1.3 A residual righting lever shall be obtained assumed to be swung out ready for lowering;
within the range of positive stability, taking into
account the greatest of the following heeling d) persons not in the life-saving appliances which
moments: are swung out shall not provide either
additional heeling or righting moment; and
a) the crowding of all passengers towards one
side; e) life-saving appliances on the side of the craft
b) the launching of all fully loaded davit-launched opposite to the side to which the craft has
survival craft on one side; heeled shall be assumed to be in a stowed
c) due to wind pressure, position.
as calculated by the formula: 2.1.4.3 Moments due to wind pressure:
heeling moment a) the wind pressure shall be taken as (120

GZ = + 0.04 [m] (VW/26)2) [N/m2], where VW = wind speed [m/s],
displacement corresponding to the worst intended condition;
However, in no case shall this righting lever be less b) the area applicable shall be the projected
than 0.1 [m]. lateral area of the craft above the waterline
corresponding to the intact condition; and
2.1.4 For the purpose of calculating the heeling
moments referred to in 2.1.3, the following c) the moment arm shall be the vertical distance
assumptions shall be made: from a point at one half of the mean draught
corresponding to the intact condition to the
2.1.4.1 Moments due to crowding of passengers. geometrical centre of the lateral area.
This should be calculated in accordance with Ch.5,
Sec.3.1 of these rules. 2.2 In intermediate stages of flooding, the maximum
righting lever shall be at least 0.05 [m] and the
2.1.4.2 Moments due to launching of all fully loaded range of positive righting levers shall be at least 7.
davit-launched survival craft on one side: In all cases, only one breach in the hull and only one
free surface need be assumed.
a) all lifeboats and rescue boats fitted on the side
to which the craft has heeled after having
End Of Chapter

Page 1 of 3
Annexure - 7
Definitions, Requirements and Compliance Criteria Related to

Operational and Safety Performance
This annex applies to all types of craft. Tests to 1.1.3 The procedures established under 1.1.2
evaluate operational safety should be conducted on should:
the prototype craft of a new design or of a design
incorporating new features which may modify the .1 demonstrate that normal manoeuvres and craft
results of a previous testing. The tests should be responses to failures are consistent in performance;
carried out to a schedule agreed between the
Administration and the manufacturer. Where .2 use methods or devices that are safe and reliable;
conditions of service warrant additional testing (e.g. and
low temperature), the Administration or base Port
State authorities as appropriate may require further .3 include allowance for any time lag in the
demonstrations. Functional descriptions, technical execution of procedures that may reasonably be
and system specifications relevant to the expected in service.
understanding and evaluation of craft performance
should be available. 1.1.4 Procedures required by this annex should be
conducted over water of sufficient depth such that
The objective of these tests is to provide essential craft performance will not be affected.
information and guidance to enable the craft to be
operated safely under normal and emergency 1.1.5 Tests should be conducted at minimum
conditions within the design speed and practicable weight and additional testing should be
environmental envelope. conducted at maximum weight sufficient to establish
the need for additional restrictions and for testing to
The following procedures are outlined as examine the effect of weight.
requirements in dealing with verification of craft
performance. 2. Stopping
1. Performance 2.1 This test is to establish the acceleration

experienced when stopping the craft in calm water
1.1 General with no passenger load or cargo load during the
following conditions:
1.1.1 The craft should meet the applicable
operational requirements in Chapter 17 of this Code .1 normal stop for maximum operational speed;
and this annex for all extremes of passenger and
load configurations for which certification is .2 emergency stop for maximum operational speed;
required. The limiting Sea State related to the and
different modes of operation should be verified by
tests and analyses of a craft of the type for which .3 crash stop from maximum operational speed and
certification is requested. from any transient mode speed.
1.1.2 Operational control of the craft should be in 2.2 The tests referred to in 2.1.1 and 2.1.2 should
accordance with procedures established by the document that the accelerations do not exceed safety
applicant for operation in service. Procedures to be level 1 in Annex 3 when control levers are used in
established should be start procedure, cruise accordance to written procedures as given in the
procedures, normal and emergency stop and craft operating manual or in an automatic mode.
manoeuvre procedures. Should safety level 1 be exceeded during normal
stop, control systems should be modified in order to
avoid exceedance or passengers should be required

Annexure 7
Page 2 of 3 Definitions, Requirements and Compliance Criteria Related to Operational and Safety Performance
to be seated during normal stop. Should safety level measurements of maximum horizontal accelerations
1 be exceeded during emergency stop, then written in accordance with 2.4 of Annex 3. Measurement of
procedures in the craft operating manual should wave height and period should be made to the
include detailed information of how to avoid maximum extent practicable.
exceedance or the control system should be modified
to avoid exceedance. Limits for worst intended condition should be
documented by measurements of craft speed, wave
2.3 The test referred to in 2.1.3 should document height and period, heading to the wave and by root
that the accelerations do not exceed safety level 2 in mean square (RMS) values of horizontal
Annex 3 when control levers of automatic modes are accelerations in accordance with 2.4 of Annex 3 and
used in a manner which will give the highest of vertical accelerations close to the craft
accelerations. If safety level 2 is exceeded then the longitudinal centre of gravity. RMS values could be
craft operating manual should include a warning used for extrapolation of peak values. To obtain the
that it is a risk to passengers being injured, if a expected peak values related to structural design
crash stop is performed. load and safety levels (one per 5-min exceedance),
multiply the RMS values by 3.0 or
2.4 Other tests should be repeated during craft
turning to establish the need or otherwise to impose C = 2 ln N
any speed-related restrictions during manoeuvres.
3. Cruise performance where,
3.1 This test is to establish the craft performance N is the number of successive amplitudes within the
and accelerations experienced during cruise modes relevant period.
with no passenger load or cargo load during the
following conditions: If not otherwise verified by model tests or by
mathematical calculations, it might be assumed a
.1 normal operation conditions are those in which linear relation between wave height and
the craft will safely cruise at any heading while accelerations based on measurements in the two sea
manually operated, auto-pilot assisted operated or conditions. Limits for worst intended condition
operated with any automatic control system in should be documented both related to passenger
normal mode; and safety in accordance with 2.4 of Annex 3 and related
to the actual structural design load of the craft.
.2 worst intended conditions, referred to in Chapter
1, 2.2.49 of these Rules, are those in which it should 3.3 The tests and verification process should
be possible to maintain safe cruise without document the limiting seas for safe operation of the
exceptional piloting skill. However, operations at all craft:
headings relative to the wind and sea may not be
possible. For type of craft having a higher .1 in normal operation at maximum operational
performance standard in non-displacement mode, speed the accelerations should not exceed safety
the performance and accelerations should also be level 1 in Annex 3 with an average of one per 5-min
established at displacement mode during operation period. The craft operating manual should include
in the worst intended condition. detailed description of the effects of speed reduction
or change of heading to the waves n order to prevent
3.2 Operation levels, as defined in 3.1, should be exeedance;
established and documented by full-scale tests in at
least two relevant sea conditions and in head, beam .2 in the worst intended conditions, with reduced
and following seas. Test periods should be at least speed as necessary, the accelerations should not
15 minutes. Model tests and mathematical exceed safety level 2 in Annex 3 with an average of
simulations could be used to verify the performance one per 5-min period, nor should any other craft
in the worst intended conditions. characteristic motion as pitch, roll and yaw exceed
levels that could impede the safety of passengers. In
Limits for normal operation condition should be worst intended conditions, with reduced speed as
documented by measurements of craft speed, necessary, craft should be safely manoeuvrable and
heading to the wave and interpolation of provide adequate stability in order that the craft can

Page 3 of 3
continue safe operation to the nearest place of .3 determining craft or machinery restrictions to be
refuge, provided caution is exercised in handling. observed to enable the craft to proceed to a place of
Passengers should be required to be seated when refuge with the failure present.
safety level 1 in Annex 3 is exceeded; and
4.3 Failures to be examined
.3 within the actual structural design load for the
craft, with reduced speed and change of heading, as Equipment failures should include, but not be
necessary. limited to, the following:
3.4 Turning and manoeuvrability .1 total loss of propulsion power;
The craft should be safely controllable and .2 total loss of lift power (for ACV and SS);
manoeuvrable during:
.3 total failure of control of one propulsion system;
.1 hull-borne operation;
.2 operation in non-displacement mode; .4 involuntary application of full propulsion thrust
.3 take-off, landing; (positive or negative) on one system;
.4 any intermediate or transition modes, as
applicable; and .5 failure of control of one directional control
.5 berthing operations, as applicable. system;
4. Effects of failures or malfunction .6 involuntary full deflection of one directional

control system;
4.1 General
.7 failure of control of trim control system;
The limits of safe operation, special handling
procedures and any operational restrictions should .8 involuntary full deflection of one trim control
be examined and developed as a result of full-scale system element; and
trials conducted by simulating possible equipment
failures. .9 total loss of electrical power.
The failures to be examined should be those leading Failures should be fully representative of service
to major or more severe effects as determined from conditions and should be simulated as accurately as
evaluation of FMEA or similar analysis. possible in the most critical craft manoeuvre where
the failure will have maximum impact.
Failures to be examined should be agreed between
the craft manufacturer and the Administration and 4.4 Dead ship test
each single failure should be examined in a
progressive manner. In order to establish craft motions and direction of
laying to wind and waves, for the purposes of
4.2 Objects of tests determining the conditions of a craft evacuation, the
craft should be stopped and all main machinery shut
Examination of each failure should result in: down for sufficient time that the crafts heading
relative to wind and waves has stabilized. This test
.1 determining safe limits of craft operation at the should be carried out on an opportunity basis to
time of failure, beyond which the failure will result establish patterns of the designs dead ship
in degradation beyond safety level 2; behaviour under a variety of wind and sea states.
.2 determining crew members actions, if any, to

minimize or counter the effect of the failure; and
End Of Chapter

Page 1 of 1
Annexure - 8
Factors to be considered in Determining Craft Operating Limitations

1. Purpose and scope requirements for stability and buoyancy in

chapter 5 and associated annexes.
The purpose of this annex is to identify the
parameters to which consideration will be given e) The safe seakeeping limitations (especially
when determining the worst intended conditions significant wave height) considering the
(defined in Chapter 1, 2.2.5.7) and other operational known stability hazards listed in Chapter 5,
limitations for insertion into the Permit to Operate. 2.1.2, the operating conditions on the
(See Annex 2 of IMO HSC Code). intended route (See HSC Code Chapter 18)
and the motions experienced during
2. Factors to be considered operation defined in 3.3 of Annex 9.
As a minimum, the following factors will be f) The structural safety of the craft in critical
considered: design conditions.
a) The maximum distance from refuge implied g) The safe deployment and operation of
by Chapter 2, 2.1.1. evacuation systems and survival craft as
required by Chapter 8 of HSC Code.
b) The availability of rescue resources to
comply with Chapter 1, 2.2.11 (Category A h) The safe handling limitations determined in
craft only). accordance with the sea trials required by
Chapter 17 of HSC Code and Annexure 2
c) Minimum air temperature (susceptibility to and 7 of these Rules, identifying any
icing), visibility and depth of water for safe limitations on weight and center-of-gravity
operation as addressed by Chapter 1, position and the effects of failures and
2.2.57. malfunctions according to Chapter 17 of
the HSC Code
d) The significant wave height and maximum
mean wind speed used when applying the
End Of Chapter

HSC Rules July 2016

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Rules and Regulations for

the Construction and Classification of

A summary of additions and amendments incorporated in this consolidated

Indian Register of Shipping

TABLE 1 AMENDMENTS INCORPORATED IN THIS EDITION

Section / Subject / Amendment

The amendments are effective from 1 July 2016

Passenger Vsls Non-Passenger Non- IMO Vsls

GT 500 & GT < 500

Rules and Regulations for the Construction and Classification of

Chapter 2 Periodical Surveys

Chapter 3 Materials of Construction

Chapter 4 Design Loads

Chapter 5 Stability, Subdivision, Watertight and

Chapter 6 Structures: Steel and Aluminium

Chapter 7 General Hull Requirements for Fibre

Chapter 8 Hull Appendages, Rudders and Steering

Chapter 9 Anchoring and Mooring Equipment

Chapter 10 Fire Safety

Chapter 11 Piping Systems

Chapter 12 Main and Auxiliary Machinery

Chapter 13 Electrical Installations

Chapter 14 Remote Control and Safety Systems

Annexure 2 Use of Probability Concept

Annexure 3 Procedures for Failure Mode and Effects

Annexure 4 Stability of Hydrofoil Craft

Annexure 5 Stability of Multi-Hull Craft

Annexure 6 Stability of Monohull Craft

Annexure 7 Definitions, Requirements and Compliance

Annexure 8 Factors to be considered in Determining Craft

Section 1 : General Information

1.3 Technical committee 3.9 Request for surveys

1.4 Survey reports 3.10 Repairs

1.5 Register of Ships 3.11 Alterations

1.6 Liability 3.12 Date of contract for construction

1.7 Audits and assessments by external 3.13 Date of build

2.1 Application Section 4 : Classification of Crafts Built under

3.6 Class notations Hull

Indian Register of Shipping

1.7 Surveys for damage Section 6 : Special Surveys Machinery

1.8 Repairs 6.1 General

1.9 Alterations 6.2 Continuous survey of machinery (CSM)

1.10 Unscheduled surveys 6.3 Survey requirements: Auxiliary engines

3.1 General 6.9 Survey requirements: Reduction gears, flexible

5.1 General 6.14 Survey requirements: Internal combustion

Indian Register of Shipping

Section 1 : General, Definitions, Documentation 3.2 Slamming pressure on bottom

1.2 Definitions 3.4 Impact pressure on flat cross deck

1.3 Structural terms 3.5 Sea pressure

1.4 Documentation 3.6 Loads on bulkheads

2.1 Vertical acceleration Section 4 : Global Loads

3.1 General 4.2 Twin hull loads

Stability, Subdivision, Watertight and Weathertight Integrity

Section 1 : General, Definitions, Documentation 2.7 Inclining and stability information

1.1 Scope 2.8 Loading and stability assessment

1.2 Definitions 2.9 Damage control plan

1.3 Documentation 2.10 Marking and recording of the design waterline

Section 2 : General Stability Requirements Section 3 : Requirements for Stability of

Indian Register of Shipping

4.2 Inclining Section 6 : Subdivision and Arrangement

Section 5 : Watertight and Weathertight 6.1 Applicability

Structures: Steel and Aluminium

Section 1 : Principles of Scantlings and 2.3 Openings in longitudinal strength members